MOE Issue 2 Rev 02 DT 30-05-2023 - Compressed

Document No.
: EMM/QA/1010
Biman
BANGLADESH AIRLINES
CAAB ANO (AW) Part 145

Maintenance Organization Exposition (MOE)
Issue: 02, Issue Date: 22-08-2022

Revision: 02, Revision Date: 30-05-2023
Issued by Biman AMO All rights reserved by Page: CP-1

Biman Bangladesh Airlines Ltd.
Document No.: EMM/QA/1010
Biman
BANGLADESH AIRLINES
CAAB ANO (AW) Part 145

Maintenance Organization Exposition (MOE)
Issue: 02, Issue Date: 22-08-2022

Revision: 02, Revision Date: 30-05-2023
Biman Approved Maintenance Organization
Copy No.: 01
Document Holder:
CHIEF ENGINEER, QUALITY ASSURANCE
CONTROLLED COPY
Issued by Biman AMO All rights reserved by Page: TP-1

5TFiiaFFenien Headquarters
iffi qiin qQrfas, at¥Ftan Civil Aviation Authority, Bangladesh
30.31.0000.113 .41.003 .22-228 Dated: 30-05-2023
Managing Director
Biman Bangladesh Airlines
Biman Engineering Complex
Hazrat Shahjalal International Airport
Chief Engineer, Quality Assurance
T`,7i}ur p`_ef` ?to.34.0000.032.50.002.23.268, Dated: 15 May 2023
Je,ar Sir,
AiTLeld.men{: `'j[` L\4`.=,mi,eijaijce Organization Exposition (MOE) of Biman Bangladesh Airlines Ltd. is
hereby approved as Issue-02, Rev-02 with an effective from date: 30-05-2023.
.i.. `}'_'-c"'i are requc`sted t"aj``e necessary action and circulate to all MOE holders including CAAB.
',` . . Tlii:; iLq also bf3 i if Jrr+1 3d +iefe that findings related to MOE noted during the audit for renewal of AOC
is rLci.6by considerc;d '.`,1t jL`€',`~1.
4. A suii„£T`K. 2j,Uvu,'=: (Taka Tweiity-Five thousand including source Tax) only deposited i.n the
+=`iliai-";6 Depatment of CAAB on 10-05-2023 as a fee -for approval of Revision of above mentioned
Maintenance Organization Exposition (MOB) is hereby acknowledged with thanks.
'1 `+iariking you.
(ABDUL RADIR)
Deputy Director (Aw Std)
Airworthiness & Engineering Division
gjrilAyiat±Qdeut!±Q±:ity£LBang±edesb
E-mai I : kafli±±j2@yafigQ£Qm
Cc
•--ReatiFile
Mailing Address : CAAB Headquarters, Kurmitola, Dhaka-1229, Bangladesh, AFTN : VGHQYAYX,

Telephone : 8901904 -18, 8901881-83, 7912738-9, Fax : 88-02-8901411, Website : www.caab.gov.bd
MAINTENANCE ORGANIZATION Issue: 02
EXPOSITION (MOE) Date: 22-08-2022
Revision: 00
PART 0 – CHAPTER 0.1
Date: 22-08-2022
LIST OF CONTENTS
0.1 LIST OF CONTENTS
PART - 0 : PRELIMINARY
Chapter 0.1 : List of Contents

Chapter 0.2 : List of Effective Pages
Chapter 0.3 : Amendment Record, Transmittal for Amendment/Approval,
Chapter 0.4 : Distribution List
Chapter 0.5 : Foreword
Chapter 0.6 : Amendments and Revision Highlights
Chapter 0.7 : Access to Facilities
Chapter 0.8 : Cross-Reference Between MOE & CAAB ANO (AW) Part -145
Chapter 0.9 : Abbreviation & Definitions
PART - 1 : MANAGEMENT
Chapter 1.1 : Corporate Commitment by the Accountable Manager

Chapter 1.2 : Safety and Quality Policy
Chapter 1.3 : Management Personnel
Chapter 1.4 : Duties and Responsibilities of Management Personnel
Chapter 1.5 : Management Organization Chart
Chapter 1.6 : List of Certifying Staff and B1 and B2 Support Staff
Chapter 1.7 : Manpower Resources
Chapter 1.8 : Facilities
Chapter 1.9 : Scope of Work
Chapter 1.10 : Notification Procedure to the Authority Regarding Changes to the
Organization’s Activities/ Approval/ Location/ Personnel
Chapter 1.11 : Exposition Amendment Procedures (Including Delegated Procedures)
PART - 2 : MAINTENANCE PROCEDURES
Chapter 2.1 : Supplier Evaluation and Subcontract Control Procedure

Chapter 2.2 : Acceptance / Inspection of Aircraft Components and Materials from
Outside Customers
Chapter 2.3 : Storage, Tagging and Release of Aircraft Components and Materials to
Aircraft Maintenance
Chapter 2.4 : Acceptance of Tools and Equipment
Chapter 2.5 : Calibration of Tools and Equipment
Chapter 2.6 : Use of Tooling and Equipment by Staff (including alternate tools)
Chapter 2.7 : Cleanliness Standards of Maintenance Facilities
Chapter 2.8 : Maintenance Instructions and Relationship to Aircraft / Aircraft
Component Manufacturer's Instructions including Updating and
Availability to Staff
Chapter 2.9 : Repair Procedure
Chapter 2.10 : Aircraft Maintenance Program Compliance
Chapter 2.11 : Airworthiness Directives Procedure
Chapter 2.12 : Optional Modification Procedure
Chapter 2.13 : Maintenance Documentation in use and its Completion
Chapter 2.14 : Technical Records Control
Chapter 2.15 : Rectification of Defects Arising During Base Maintenance
Chapter 2.16 : Release to Service Procedure
Issued by Biman AMO Page: 0.1-1

Revision: 00
Date: 22-08-2022
LIST OF CONTENTS
Chapter 2.17 : Records for the Operator

Chapter 2.18 : Reporting of Defects to the Competent Authority/ Operator/
Manufacturer
Chapter 2.19 : Return of Defective Aircraft Components to Store
Chapter 2.20 : Defective Components to Outside Contractors
Chapter 2.21 : Control of Computer Maintenance Records System
Chapter 2.22 : Control of Man-Hour Planning versus Scheduled Maintenance Work
Chapter 2.23 : Control of Critical tasks
Chapter 2.24 : Reference to Specific Maintenance Procedures
Chapter 2.25 : Procedures to detect and rectify Maintenance Errors
Chapter 2.26 : Shift / Task Handover Procedures
Chapter 2.27 : Procedures for Notification of Maintenance Data Inaccuracies and
Ambiguities to the Type Certificate Holder
Chapter 2.28 : Production Planning Procedures
PART - L2 : ADDITIONAL LINE MAINTENANCE PROCEDURES
Chapter L2.1 : Line Maintenance Control of Aircraft Components, Tools, Equipment,

etc.
Chapter L2.2 : Line Maintenance Procedure related to Servicing/Fueling /De-icing etc.
Chapter L2.3 : Line Maintenance Control of Defects and repetitive Defects
Chapter L2.4 : Line Procedure for completion of Technical Log
Chapter L2.5 : Line Procedure for pooled Parts and loan Parts
Chapter L2.6 : Line Procedure for Return of Defective Parts Removed from Aircraft
Chapter L2.7 : Line Procedure Control of critical Tasks
PART - 3 : QUALITY SYSTEM PROCEDURES
Chapter 3.1 : Quality audit of organization procedures

Chapter 3.2 : Quality audit of aircraft (and / or equipment)
Chapter 3.3 : Quality audit corrective action procedure
Chapter 3.4 : Certifying Staff & Support Staff Qualification And Training Procedures
Chapter 3.5 : Certifying staff and B1/B2 Support staff records
Chapter 3.6 : Quality Audit Personnel
Chapter 3.7 : Qualifying Inspectors
Chapter 3.8 : Qualifying mechanics
Chapter 3.9 : Exemption Process Control
Chapter 3.10 : Concession control for deviation from the organizations procedures
Chapter 3.11 : Qualification procedure for specialized activities such as non-
destructive testing, welding, etc.
Chapter 3.12 : Control of manufacturers’ and other maintenance working teams
Chapter 3.13 : Human factors training procedure
Chapter 3.14 : Competence assessment of personnel
PART - 4 : CONTRACTING OPERATORS
Chapter 4.1 : Contracting Operators

Chapter 4.2 : Operator Procedures and Paperwork
Chapter 4.3 : Operator record completion

Revision: 00
Date: 22-08-2022
LIST OF CONTENTS
PART - 5 MISCELLANEOUS
Chapter 5.1 : Sample of Documents/ Forms

Chapter 5.2 : List of Sub-Contractors
Chapter 5.3 : List of Line Maintenance Locations
Chapter 5.4 : List of Contracted Organization

Revision: 02
PART 0, CHAPTER 0.3
Date: 30-05-2023
AMENDMENT RECORD, TRANSMITTAL FOR AMENDMENT/APPROVAL
0.3 AMENDMENT RECORD, TRANSMITTAL FOR AMENDMENT/APPROVAL
0.3.1 Amendment Records
REVISION # DATE OF REVISION DATE EMBODIED SIGNATURE
Rev-1. Iss-1 17 August 2017 17 August 2017
Rev-2. Iss-1 28 March 2018 28 March 2018
Rev-3. Iss-1 10 October 2018 10 October 2018
Rev-5. Iss-1 10 December 2019 10 December 2019
Rev-6. Iss-1 30 June 2021 30 June 2021

Rev-01. Iss-2 15 December 2022 15 December 2022
Rev-02. Iss-2 30 May 2023 30 May 2023

Revision: 02
PART 0, CHAPTER 0.3
Date: 30-05-2023
AMENDMENT RECORD, TRANSMITTAL FOR AMENDMENT/APPROVAL
0.3.2 Letter of Transmittal for Exposition Amendment / Approval

Ref: 30.34.0000.032.XX.XXX.Year. Dispatch no. Date: …………
To……………………….
……………………………
MOE controlled copy no………
Subject: Maintenance Organization Exposition (MOE), Issue No.- , Revision no. ,

date……………….
Maintenance Organization Exposition (MOE), Revision no……., date………….. has
been approved by CAAB as per approval no.: 30.31.0000.XXX.XX.XXX.Year.
Dispatch no.., dated: …………..
Please enter the record of incorporation of this revision in the Amendments records
sheet. Please ensure that following records are updated in your copy.
Remove & Destroy Insert
Chapter & Page No Date Chapter & Page No Date
You are therefore, requested to please acknowledge this letter of Transmittal and
accept copy of above revision by signing in the bottom part with date and return this
letter to the undersigned.
Quality Manager
PART-145
************************************************************************
I do hereby acknowledge receiving of the Maintenance Organization Exposition
(MOE), Issue No.-……., Revision no. …….., date……………….
I do hereby agree to enter the relevant pages into the MOE in my possession and
destroy the Removed pages.
Signature with seal & date

Internal Ref: DACMI/XXX/MOE/Year/ Dispatch no. Date: …………

Revision: 01
PART 0, CHAPTER 0.4
Date: 05-12-2022
DISTRIBUTION LIST
0.4. DISTRIBUTION LIST
Controlled
Owner Format
Copy No.
Managing Director & Chief Executive Officer,
Biman Bangladesh Airlines Limited Electronic Copy -
[Accountable Manager, CAAB ANO (Airworthiness) Part-145]
Director Engineering & Material Management Electronic Copy -
Chief Engineer Quality Assurance
[Quality Manager, CAAB ANO (Airworthiness) Part-145] Hard Copy 01
(Master Copy)
Chief Engineer Engineering Production
Hard Copy 03
[ Maintenance Manager, CAAB ANO (Airworthiness) Part-145]
Deputy Chief Engineer Line Maintenance Electronic Copy -
Deputy Chief Engineer Base Maintenance Electronic Copy -
Deputy Chief Engineer Component Maintenance Electronic Copy -
Principal Engineer, Production Planning Electronic Copy -
General Manager / Deputy General Manager Stores & Material
Electronic Copy -
Management
Principal Engineer Quality Audit Electronic Copy -
Technical Library Server Electronic Copy -
External:
Director, Airworthiness and Engineering, CAAB Hard Copy 02
Note:
(1) Each hardcopy holder of this BIMAN AMO except CAAB is personally
responsible for insertion of all revisions. Hardcopy is kept in the office of the
respective manual holder.
(2) A MOE revision acknowledgement is signed by Hard Copy Holders except

CAAB and is preserved as confirmation that they have received the document.
This MOE and subsequent revisions become effective within seven (7) days
after the approval date. Hard copy is distributed to the respective person before
the effective date.
(3) Recipients of Electronic Copy mentioned in the Distribution List, including all
Biman MOE users, get access to updated MOE through Biman Library Server at
the link \\fil-bal-01\library.
(4) All electronic copy is distributed to the respective persons via e-mail or web-link
or DVD and is kept at the Biman Library server before the effective date.

Revision: 02
PART 0, CHAPTER 0.5
Date: 30-05-2023
FOREWORD
05. FOREWORD
Maintenance Organization Exposition (MOE) of Biman Bangladesh Airlines Ltd. has

been developed on recommendation of CAAB Part 145 requirements. This exposition
includes procedures, means and methods with reference to maintenance and quality
assurance of the Organization, transposing laid down CAAB Part-145 requirement. A
cross-reference of the CAAB Part-145 requirements to the MOE chapters 1-5 is given in
MOE chapter 0.8.
Purpose of Biman MOE is to present the Competent Authority with facilities and policies
/ procedures, followed by personnel in the Organization, while performing maintenance
on aircraft / aircraft components. Compliance with these organizational procedures
demonstrates compliance with CAAB Part-145 requirements.
All policies and procedures in this MOE are proposed/recommended by the undersigned
and all employees of “Biman AMO” are obligated to carry out all maintenance task in
accordance with policies and procedures contained in this MOE.
The contents of documentation used directly in the conduction or support of aircraft

operations are written in English language. The contents are clear, legible, and easily
understandable and made readily identifiable, available and accessible to all personnel
of “Biman AMO”. The contents of documentation are presented in a logical and consistent
format that permits ease of use by all users. Human Factor principles are considered
while preparing/amending the manuals, procedures and instructions. This manual is a
living document and is reviewed and revised at periodic intervals, at least once in a year,
to take into account changes in regulations and feedback from the organization and the
industry.
It is understood that the CAAB continues approval for “Biman Bangladesh Airlines” as a
AMO whilst the CAAB is satisfied that the procedures are being followed.
Signed:
Date: 26 April 2023
Shafiul Azim
Accountable Manger &
Managing Director and Chief Executive Officer
Biman Bangladesh Airlines Limited.

Revision: 02
PART 0, CHAPTER 0.6
Date: 30-05-2023
AMENDMENTS AND REVISION HIGHLIGHTS
0.6 AMENDMENTS AND REVISION HIGHLIGHTS

Revision Revision Page(s) & Paragraph(s)
Revision Description
Number Date Affected
New MOE Prepared to approve the

Rev-1, 17 Aug
All Organization under CAAB ANO (AW) Part-
Issue-1 2017
145.
Rev-2, 28 Mar
Para 1.3.1.3 Deputy to Quality Manager Changed
Issue-1 2017
Change of Distribution List; Change of
Rev-3, 10 Oct Para 0.4, 0.6 1.3.1.2, following Form-4 Holder i.e Engineering
Issue-1 2018 1.9.1 (b), (d) & (f) Director and Inclusion of 787-8 Aircraft in
Scope of Work.
LEP; Record of Revision; Revision
Highlights; Corporate Commitment; Safety
and Quality Policy due to Change of
Accountable Manager; Change of
Para 0.2; 0.3; 0.6; 1.1; following Form-4 Holder i.e. Accountable
1.2; 1.3.1.1, 1.3.1.3, Manager, Quality Manager, Production
Rev-4, 14 Aug
1.3.1.4, 1.3.1.5; Manager, Deputy of Production Planning
Issue-1 2019
1.9.1 (a), & (e); 2.16.7; Manager; Exclusion of Airbus Aircraft in
3.1.4.5; 3.4; 5.3.4 (iv). Scope of Work; Audit Follow up; Certifying
staff and category B1 and B2 support staff
qualification and training procedures; List
of Biman E & MM Staffed Line
Maintenance Location.
LEP; Record of Revision; Revision
Highlights; Corporate Commitment; Safety
and Quality Policy due to Change of
Accountable Manager; Change of
Para 0.2; 0.3; 0.6; 1.1; following Form-4 Holder i.e Accountable
1.2; 1.3.1.1, 1.3.1.2, Manager, Production Planning Manager;
Rev-5, 10 Dec
1.3.1.5; 1.5; Management Organisation Chart, Inclusion
Issue-1 2019
1.9.1; 2.24.9; 3.1.4.5; of B787-9 Aircraft in Scope of Work;
3.4; 5.3.4 (iv). Reference to Specific Maintenance
Procedure; Certifying staff and category
B1 and B2 support staff qualification and
training procedures; List of Line
Maintenance Location.
Para 0.2; 0.6; 0.9.2 LEP; Revision Highlights; Definitions;
(m); 1.1; 1.2; 1.3.1.1; Corporate Commitment & Safety and
1.3.1.3; 1.3.1.4; 1.8.1 Quality Policy due to Change of
(i); 1.8.3; 1.8.7 (v); Accountable Manager; Change of
Rev-6, 30 Jun 1.9.1(a) & (e); 1.11.5; following Form-4 Holder i.e Accountable
Issue-1 2021 2.21 (b) & (c); 2.23.1 Manager, Quality Manager; few deputies,
(b); 2.23.2; 2.23 (a to Inclusion of “C-1 Phase Check” of B787-9
d); 2.28.1.1 (c); 2.28.4 Aircraft in Base Maintenance; Exposition
(b); 3.2.2(c); 3.2.3(c); Amendment of Company Capability,
3.2.6(c), 3.3.1(a); 3.3.3; Critical Task Control, Competency
Issued by Biman Engineering & Material Management Page: 0.6-1

Revision: 02
PART 0, CHAPTER 0.6
Date: 30-05-2023
AMENDMENTS AND REVISION HIGHLIGHTS
Revision Revision Page(s) & Paragraph(s)

Revision Description
Number Date Affected
3.3.4(c); 3.4.2(b); Assessment of Personnel; Audit; ETOPS

3.4.6.3(b); 3.6.2.2; Authorization & Validation; Requirement of
3.6.3.1; 3.7.1.2; Auditor & Store Inspector, Competence
3.7.2.2; 3.14; 5.1.4 (ii) Assessment of personnel.
& 5.3.4 (iv).
Rev-00, 22 Aug
Complete change -----
Issue-02 2022
LEP; Distribution; Management Personnel;
Duties and Responsibility of Management
Personnel; Facilities; Acceptance of Tools
and Equipment; Aircraft Maintenance
Page 0.2-1 to 27; 0.4- Programme Compliance; Release to
1; 1.3-4; 1.4-2 to 5; 1.8- Service Procedure; Reporting of Defects to
20; 2.4-4,6; 2.10-1; Competent Authority; Reference to
Rev-01, 05 Dec 2.16-4,11; 2.18-5; 2.24- Specific Maintenance Procedure;
Issue-02 2022 1,3,6,7,10 to 12; 2.28-1 Production Planning Procedure; Quality
to 5; 3.1-2,3,5 to 11; Audit of Organisation Procedures;
3.4-1,2,4,8; 3.11-4,5,6; Certifying Staff and Support Staff’s
3.13-4. Training and Qualification Procedures;
Qualification Procedures of Specialised
Activities such as Non-Destructive Testing
Welding etc.; Human Factor Training
Procedures.
Rev-02, Cover Page, Title Page. Approval Letter,
Issue-02 LEP; Amendment Records; Foreword;
Revision Highlights; Corporate
Page CP-1, TP-1, 0.2- Commitment; Safety and Quality Policy;
1, 2, 3, 7, 8; 0.3-1; 0.5- Management Personnel (Accountable
1; 0.6-2; 1.1-1; 1.2-2; Manager), Management Organization
30 May
1.3-1; 1.5-1; 1.8-32; Chart; Manpower; Facility; Scope of
2023
1.9-1; 1.11-1; 2.1-2; Work; Exposition Amendment; Supplier
2.4-2; 3.4-1, 4, 6, 15, Evaluation; Acceptance of Tools and
16, &17; 3.7-1, 2 & 4. Equipment; Certifying Staff and
Support Staff’s Training and
Qualification Procedures; Qualifying
Inspectors.
Issued by Biman Engineering & Material Management Page: 0.6-2

Revision: 00
PART 0, CHAPTER 0.7
Date: 22-08-2022
ACCESS TO FACILITIES
0.7 ACCESS TO FACILITIES
Biman Aircraft Maintenance Organization (AMO) gives access to maintenance

facility only to employees / users have the relevant access / authorization to enter /
use a requested resource (such as aircraft, equipment, tools, file, computer, printer
and so forth). To do this, Biman determines the resources to which the user is
authorized, and logs and reports attempts to get access to protected resources by
unauthorized users. However, Quality Assurance Audit personnel, Competent
Authority personnel and customer nominated personnel will get access to Biman
AMO facilities upon prior permission of the relevant Department / Division head.

MAINTENANCE ORGANIZATION
Issue: 02
EXPOSITION (MOE)Date: 22-08-2022
Revision: 00
PART 0, CHAPTER 0.8
Date: 22-08-2022
CROSS-REFERENCES BETWEEN MOE & CAAB ANO (AW) PART-145
0.8 CROSS-REFERENCES BETWEEN MOE & CAAB ANO (AW) PART-145

PART – 0: PRELIMINARY
CAAB ANO (AW) PART

MOE REFERENCE
145 REFERENCE
Chapter 0.1 : List of Contents Part 145.A.70 (a)
Chapter 0.2 : List of Effective Pages Part 145.A.70 (a)
Amendment Record,
Chapter 0.3 : Letters of Transmittal for Part 145.A.70 (a)

Exposition Amendment /
Approval,
Chapter 0.4 : Distribution List, Part 145.A.70 (a)

Chapter 0.5 : MOE Structure and Associated Part 145.A.70 (a),
Manuals GM 145.A.70 (a)
Chapter 0.6 : List of Amendments including Part 145.A.70 (a)
Revision Highlights
Chapter 0.7 : Access to Facilities Part 145.A.90 (a).2
Chapter 0.8 : Cross Reference of MOE & CAAB
ANO (Airworthiness) Part-145
Chapter 0.9 : Abbreviation & Definitions Part 145.A.70 (a)
PART 1 – MANAGEMENT
MOE REFERENCE CAAB ANO (AW) PART
145 REFERENCE
Part 145.A.30 (a) (c) (e) (g)
/ AMC 145.A.30 (a) - Part
Corporate Commitment by the
145.A.70 (a) / AMC
Chapter 1.1 : Accountable Manager
145.A.70 (a)GM 145.A.70
(a) - Part 145.A.90 (a)
Part 145.A.30 (a) - Part
145.A.65 (a) / AMC
Chapter 1.2 : Quality and Safety Policy
145.A.65 (a) - Part
145.A.70 (a) 2
Part 145.A.30 (b) 1, 2, 3, 4,
(c) / AMC 145.A.30 (b)
1,2,7,8 - Part 145.A.70 (a)
3
Chapter 1.3 : Management Personnel

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 0, CHAPTER 0.8
Date: 22-08-2022
145 REFERENCE
Part 145.A.30 (a) 1, 2, 3
(c) / AMC 145.A.30 (a) (b)
3,4,5,6 (c) - Part 145.A.35
(i) / AMC 145.A.35 (a) 2 -
Duties and Responsibilities of AMC 145.A.45 (d) - Part
Chapter 1.4 :
Management Personnel 145.A.65 (a) (c) 2 / AMC
145.A.65 (a) (c) (2) (4) -
Part 145.A.70 (a) 1, 2, 4 -
Part 145.A.90 (a)
Part 145.A30 (b) (c) / AMC
Chapter 1.5 : Management Organization Chart 145.A.30 (b) 2 - Part
145.A.70 (a) 5
Part 145.A.30 (g) (h) - Part
145.A.35 (j) / AMC
List of certifying staff and B1 and
Chapter 1.6 : 145.A.35 (j) - Part
B2 support staff
145.A.70 (a) 6 / GM
145.A.70 (a) 3
Chapter 1.7 : Manpower resources Part 145.A30 (d) / AMC
145.A.30 (d) - Part
145.A.70 (a) 7
Part 145.A.25 (a) (b) (c) 1,
Facilities 2, 3,4,5,6, (d)/ AMC
Chapter 1.8 : 145.A.25 (a) 1,2,3,4 (b) (d)
1,2,3 - Part 145.A.70 (a)
8,15 - Part 145.A.75 (d)
Part 145.A.20 / AMC
Scope of Work 145.A.20 - Part 145.A.42
Chapter 1.9 : (c) - Part 145.A70 (a) 9 -
Part 145.A.75 (a) (b) (c) (d)
(e) - Part 145.A.80 / AMC
145.A.80
Notification Procedure to the Part 145.A.15 (a) / AMC

Authority Regarding Changes to 145.A.15 - Part 145.A30
Chapter 1.10 : the Organisation's Activities / (a) (b) - Part 145.A.70 (a)
Approval / Location / Personnel 10 / GM 145.A.70 (a) 9 -
Part 145.A.85 / AMC
145.A.85
Chapter 1.11 Exposition Amendment Part 145.A.70 (a) 11, (b)

Procedures (including, delegated (c) / GM 145.A.70 (a) 6, 7 -
: procedures) Part 145.A.85

Issue: 02
Revision: 00
PART 0, CHAPTER 0.8
Date: 22-08-2022
PART 2 – MAINTENANCE PROCEDURES

145 REFERENCE
Chapter 2.1 : Supplier Evaluation and Part 145.A.42 (a) / AMC
Subcontract Control Procedure 145.A.42 (a) - Part
145.A.70 (a) 12, 14, 16 -
Part 145.A.75 (b) / AMC
145.A.75 (b)
Acceptance / Inspection of Part 145.A.42 (a) 1, 4, 5 (c)
Aircraft Components and / AMC 145.A.42 (a) (b) (c)
Chapter 2.2 : Materials from Outside (d) (e) - Part 145.A.55 (a) -
Customers Part 145.A.70 (a) 12, 14,
16
Storage, Tagging and Release of Part 145.A.25 (d), AMC
Aircraft Components and 145.A.25 (d) 1, 2, 3 - Part
Chapter 2.3 : Materials to Aircraft Maintenance 145.A.40 (a) - AMC
145.A.42 (b) - Part
145.A.70 (a) 12
Chapter 2.4 : Acceptance of Tools and Part 145.A.40 (a) 1, 2, 3 (b)
Equipment / AMC 145.A.40 (a) (b) -
Part 145.A.70 (a) 12
Chapter 2.5 : Calibration of Tools and Part 145.A.40 (a) 1, 2, 3 (b)
Equipment / AMC 145.A.40 (a) (b) 1, 2
- Part 145.A.70 (a) 12
Chapter 2.6 : Use of Tooling and Equipment by Part 145.A.40 (a) 1, 2, 3 (b)
Staff (including alternate tools) / AMC 145.A.40 (a) (b) 1, 2
Chapter 2.7 : Cleanliness Standards of Part145.A.25(c) 2
Maintenance Facilities /AMC145.A.25(a) 2,(d)1
Maintenance Instructions and
Relationship to Aircraft / Aircraft Part 145.A.45 (a) (b) (c) (d)
Component Manufacturer's (e) (f) (g) / AMC 145.A.45
Chapter 2.8 : Instructions including Updating (b) 1, 2, 3, 4, 5, 6 (e) -
and Availability to Staff AMC 145.A.45 © 1, 2 (d),
(f) 1, 2 (g) 1, 2, 3 - Part
145.A.70 (a) 12
Chapter 2.9 : Repair Procedure Part 145.A.45 (a) (b) (c) (d)
(e) (f) (g) / AMC 145.a.45
(b) (c) (d) (f) (g) - Part
145.A.70 (a) 12
Chapter 2.10 : Aircraft Maintenance Programme Part 145.A.45 (a) (b) (c) (d)
Compliance (e) (f) (g) / AMC 145.A.45
(b) (c) (d) (f) (g) - Part
145.A.70 (a) 12 (b)
Chapter 2.11 : Airworthiness Directives Part 145.A.45 (a) (b) (c) (d)
Procedure (e) (f) (g) / AMC 145.A.45
(b) 1 - Part 145.A.70 (a) 12
Chapter 2.12 : Optional Modification Procedure Part 145.A.45 (a) (b) (c) (d)
(e) (f) (g) / AMC 145.A.45
(b) (c) (d) (f) (g) - Part
145.A.70 (a) 12 (b)

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 0, CHAPTER 0.8
Date: 22-08-2022
CAAB ANO (AW) PART

MOE REFERENCE
145 REFERENCE
Chapter 2.13 : Maintenance Documentation in Part 145.A.45 (e) / AMC
use and its Completion 145.A.45 (f) - Part
145.A.55 (a) - Part
145.A.70 (a) 12
Chapter 2.14 : Technical Records Control Part 145.A.55 (a) (c) 1, 2, 3
/ AMC 145.A.55 (c) / GM
145.A.55 (a) 1, 2, 3 - Part
145.A.70 (a) 12 (b)
Chapter 2.15 : Rectification of Defects Arising
During Base Maintenance
Chapter 2.16 : Release to Service Procedure Part 145.A.30 (g) (h) (i) (j) /
AMC 145.A.30 (e) 3, (g) (h)
(j) - Part 145.A.35 (a) to
(m) / AMC 145.A.35 (a) (b)
(e) (f) (g) - Part 145.A.50
(a) (b) (d) (e) (f) / AMC
145.A.50 (a) 1, 2 (b) 1, 2,
3, 4, 5 / AMC 145.A.50 (d)
(e) 1, 2, 3 (f) 1, 2 - Part
145.A.55 (a) (b) (c) / AMC
145.A.55 (c) - Part
145.A.70 (a) 12 - Part
145.A.75 (e)
Chapter 2.17 : Records for the Operator Part 145.A.55 (b) - Part
145.A.70 (a) 12
Reporting of Defects to the AMC 145.A.50 (a) - Part
Competent Authority/ Operator/ 145.A.60 (a) (b) (c) (d) (e) /
Chapter 2.18 : Manufacturer AMC 145.A.60 (b) / GM
145.A.60 (a) (c) - Part
145.A.70 (a) 12
Chapter 2.19 : Return of Defective Aircraft Part 145.A.42 (d) / AMC
Components to Store 145.A.42 (d) 1, 2 - Part
145.A.70 (a) 12
Chapter 2.20 : Defective Components to Outside Part 145.A.42 - Part
Contractors 145.A.70 (a) 12, 14, 16
Chapter 2.21 : Control of Computer Part 145.A.45 / AMC
Maintenance Records System 145.A.45 (g) 3 - AMC
145.A.50 (b) 5 - Part
145.A.55 (c) 2 / AMC
145.a.55 (a) 4, 6, (c) 2
Chapter 2.22 : Control of Man-Hour Planning Part 145.A.30 (d) / AMC

versus Scheduled Maintenance 145.a.30 (d) 1, 2, 3, 4, 5, 7,
Work 8 - Part 145.A.70 (a) 12 (b)

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 0, CHAPTER 0.8
Date: 22-08-2022
CAAB ANO (AW) PART

MOE REFERENCE
145 REFERENCE
Chapter 2.23 : Control of Critical tasks Part 145.A.65 (b) 3 / AMC
145.A.65 (b) 3 - Part
145.A.70 (a) 12 (b)
Chapter 2.24 : Reference to Specific Part 145.A.70 (a) 12

Maintenance Procedures
Procedures to detect and rectify Part 145.A.60 (a) (b) (c) (d)
Maintenance Errors / AMC 145.A.60 (b) - Part
Chapter 2.25 :
145.A.65 (b) 3
/AMC145.A.65 (b) 3 - Part
145.A.70 (a) 12
Chapter 2.26 : Shift / Task Handover Part 145.A.47 (c) / AMC

Procedures 145.A.47 (c) - Part
145.A.70 (a) 12
Procedures for Notification of Part 145.A.45 (c) / AMC

Maintenance Data Inaccuracies 145.A.45 (c) 1, 2 - Part
Chapter 2.27 :
and Ambiguities to the Type 145.A.70 (a) 12
Certificate Holder
Chapter 2.28 : Production Planning Procedures Part 145.A.47 (a) (b) /

AMC145.A.47 (a) (b) - Part
145.A.70 (a) 12
PART L2 – ADDITIONAL LINE MAINTENANCE PROCEDURES

145 REFERENCE
Chapter L2.1 : Line Maintenance Control of Part 145.A.70 (a) 12, 15 -
Aircraft Components, Tools, Part 145.A.75 (b), (c), (d)
Equipment, etc.
Chapter L2.2 : Line Maintenance Procedure Part 145.A.70 (a) 12, 15 -
related to Servicing / Fueling / Part 145.A.75 (b), (c), (d)
De-icing etc.
Chapter L2.3 : Line Maintenance Control of Part 145.A.70 (a) 12, 15 -
Defects and repetitive Defects Part 145.A.75 (b), (c), (d)
Chapter L2.4 : Line Procedure for completion of Part 145.A.70 (a) 12, 15 -
Technical Log Part 145.A.75 (b), (c), (d)
Chapter L2.5 : Line Procedure for pooled Parts Part 145.A.70 (a) 12, 15 -
and loan Parts Part 145.A.75 (b), (c), (d)
Chapter L2.6 : Line Procedure for Return of Part 145.A.70 (a) 12, 15 -
Defective Parts Removed from Part 145.A.75 (b), (c), (d)
Aircraft

Issue: 02
Revision: 00
PART 0, CHAPTER 0.8
Date: 22-08-2022
145 REFERENCE
Chapter L2.7 : Line Procedure Control of critical Part 145.A.65 (b) 3 / AMC
Tasks 145.A.65 (b) 3 - Part
145.A.70 (a) 12, 15
PART 3 – QUALITY SYSTEM PROCEDURES

145 REFERENCE
Chapter 3.1 : Quality audit of organization Part 145.A.65 (a) - Part
procedures 145.A.65 (c) (1), (2) / AMC
145.A.65 (c) (1)
Chapter 3.2 : Quality audit of aircraft (and / or Part 145.A.65 (c) (1), (2) /
equipment) AMC 145.A.65 (c) (1)
Chapter 3.3 : Quality audit corrective action Part 145.A.65 (c) (2) / AMC
procedure 145.A.65 (c) (2)
Certifying staff and category B1 Part 145.A.30 ©, (e), (g), (j)

Chapter 3.4 and B2 support staff qualification (1, 3, 4, 5) - Part 145.A.35
: and training procedures (a) to (i) and (m) / AMC
145.A.35 (b), (e) - Appendix
IV
Chapter 3.5 : Certifying staff and B1/B2 Part 145.A.35 (j), (k), (l) /
Support staff records AMC 145.A.35 (j) - Part
145.A.70 (a)
Chapter 3.6 : Quality Audit Personnel Part 145.A.30 (e)
Chapter 3.7 : Qualifying Inspectors
Chapter 3.8 : Qualifying mechanics Part 145.A.30 (e), (g) - Part

145.A.35 (a), (m)
Aircraft or aircraft component
Chapter 3.9 maintenance tasks exemption
: process control
Chapter 3.10 : Concession control for deviation

from the Organization’s
procedures
Qualification procedure for Part 145.A.30 (f), EN 4179
Chapter 3.11 specialized activities such as
: non-destructive testing, welding
CAAB ANO (AW) PART

MOE REFERENCE
145 REFERENCE
Chapter 3.12 : Control of manufacturers' and
other maintenance working
teams

Issue: 02
Revision: 00
PART 0, CHAPTER 0.8
Date: 22-08-2022
Chapter 3.13 : Human factors training Part 145.A.30 (e) / AMC

procedure 145.A.30 (e) 6, 8, 9, 10 -
Part 145.A.35 (d) - Part
145.A.65 (b)
Chapter 3.14 : Competence assessment of Part 145.A.30 (e) / AMC
personnel 145.A.30 (e) 2
PART 4 – CONTRACTED OPERATORS
CAAB ANO (AW) PART

MOE REFERENCE
145 REFERENCE
Chapter 4.1 : Contracted Operators
Chapter 4.2 : Operator Procedures and Part 145.A.70 (a) 13

Paperwork
Chapter 4.3 : Operator record completion Part 145.A.55 - Part
145.A.70 (a) 13
PART 5 – MISCELLANEOUS
CAAB ANO (AW) PART
MOE REFERENCE
145 REFERENCE
Chapter 5.1 : Sample of Documents
Chapter 5.2 : List of Sub-Contractors Part.A.75(b)
Chapter 5.3 : List of Line Maintenance Part.A.75(d)

Locations As Per 145.A.75 (d)
Chapter 5.4 : List of Contracted organization Part.A.70(a)(16)

As Per 145.A.70 (a)(16)

Revision: 00
PART 0, CHAPTER 0.9
Date: 22-08-2022
ABBREVIATION & DEFINITIONS
0.9 ABBREVIATION & DEFINITIONS

0.9.1 List of Abbreviation
ACRONYM DESCRIPTION
AD Airworthiness Directive
A/C Aircraft
AED Airworthiness and Engineering Division
ALI Airworthiness Limitation Item
AMC Acceptable Means of Compliance
AME Aircraft Maintenance Engineer
AML Aircraft Maintenance Log
AMO Approved Maintenance Organization
AMP Aircraft Maintenance Program
ANO Air Navigation Order
AOC Air Operator Certificate
AOG Aircraft On Ground
AOL All Operators Letter
AOT All Operators Telex
ASL Approved Supplier List
ATA Air Transport Association
ATC Air Traffic Control
AW Airworthiness
BATC Bangladesh Airlines Training Center
BER Beyond Economic Repair
CAAB Civil Aviation Authority of Bangladesh
CAMO Continuing Airworthiness Management Organization
CAR Civil Aviation Rule
CCL Company Capability Lists
CDCCL Critical Design Configuration Control Limitations
CDL Configuration Deviation Lists
CE Chief Engineer
CEO Chief Executive Officer
CFR Code of Federal Regulations
CML Cabin Maintenance Log
CMM Component Maintenance Manual
CMR Certification Maintenance Requirements
CRS Certificate of Release to Service
CSN Cycle Since New
CSO Cycle Since Overhaul
DCE Deputy Chief Engineer
DGM Deputy General Manager
DMI Deferred Maintenance Item
DOM Date of Manufacture
E&MM Engineering & Material Management
EASA European Aviation Safety Agency

Revision: 00
PART 0, CHAPTER 0.9
Date: 22-08-2022
ACRONYM DESCRIPTION
ECM Engine Condition Monitoring
EML ETOPS Monitoring Log
EO Engineering Order
ETOPS Extended Range Twin Engine Operations
EWIS Electrical Wiring Interconnect System
FAA Federal Aviation Administration
FAR Federal Aviation Regulations
FC Flight Cycle
FH Flight Hour
FSK Flight Spare Kit
FTS Fuel Tank Safety
GM General Manager
GRN Goods Receipt Number
HF Human Factor
HSC Higher Secondary School Certificate
HT Hard Time, Hydrostatic Test
I/C In-charge
IATA International Air transport Association
IATP International Airlines Technical Pool
ICAO International Civil Aviation Organization
IFE In-flight Entertainment
IO Inspection Order
ISO International Organization for Standardization
LLP Life Limited Parts
LOPA Layout of Passenger Accommodation
MD Managing Director
MEL Minimum Equipment List
MMEL Master Minimum Equipment Lists
MO Modification Order
MOD Modification
MOE Maintenance Organization Exposition
MP Maintenance Planning
MP&PC Material Planning & Provisioning Control
MPD Maintenance Planning Document
MRB Maintenance Review Board
MRO Maintenance, Repair & Overhaul
MSS Maintenance Support Shop
NAA National Aviation Authority
NDT Non Destructive Testing
NRC Non Routine Work Card
NTO No Technical Objection
O&M Organization & Method
O/H Overhaul Shop
OEM Original Equipment Manufacturer
OIT Operators Information Telex

Revision: 00
PART 0, CHAPTER 0.9
Date: 22-08-2022
ACRONYM DESCRIPTION
OJT On Job Training
PE Principal Engineer
PMA Parts Manufacturing Approval
PSE Principal Structural Elements
QA Quality Assurance
R&C Record & Control
RCB Reliability Control Board
RO Repair Order
RSP&S Rotable Spare Provisioning & Servicing
RVSM Reduced Vertical Separation Minimum
SAE Society of Automotive Engineers
SB Service Bulletins
SI Service Instructions
SIB Stock Inward Book
SIL Service Information Letter
SL Service Letters
SMS Safety Management System
SOW Statement of Work
SRC Scrap Rejection Certificate
SRV Stock Return Voucher
STC Supplemental Type Certificate
SUP Suspected Unapproved Part
TAC Total Airframe Cycle
TAF Total Airframe Hour
TC Type Certificate
TEM Tooling Equipment Manuals
TLW Time Limit Work
TSN Time Since New
TSO Time Since Overhaul, Technical Standard Order
U/S Unserviceable
VIP Very Important Person
VVIP Very very Important Person

Revision: 00
PART 0, CHAPTER 0.9
Date: 22-08-2022
0.9.2 List of Definitions
a) Biman AMO: means Biman Bangladesh Airlines Ltd. works as Approved

Maintenance Organization as per CAAB ANO (AW) Part-145.
b) Certification authorization: means the authorization issued to certifying staff
by the organization and which specifies the fact that they may sign certificates
of release to service within the limitations stated in such authorization on behalf
of the approved organization.
c) Certifying Staff (C/S): means personnel responsible for the release of an
aircraft or a component after maintenance.
d) Competent Authority: The Competent Authority means Chairman, Civil
Aviation Authority of Bangladesh.
e) Continuing Airworthiness: means all of the processes ensuring that, at any
time in its operating life, the aircraft complies with the airworthiness
requirements in force and is in a condition for safe operation.
f) Control System: is defined as a system by which the flight path, attitude or
propulsive force of an aircraft is changed.
g) Customer: means an organization, that takes services related to maintenance
of aircraft or other aircraft components or specialized services under PART-145.
h) Independent Inspection: An independent inspection is an inspection first made
by an authorized person signing the maintenance release who assumes full
responsibility for satisfactory completion of the work, before being subsequently
inspected by a second independent competent person who attests to the
satisfactory completion of the work recorded and that no deficiencies have been
found. The second independent competent person is not issuing a maintenance
release therefore is not required to hold certification privileges. However they
should be suitably qualified to carry out the inspection. Independent inspections
should be carried out by at least 2 (two) persons, to ensure correct assembly,
locking and sense of operation. A technical record of the inspections should
contain the signatures of both persons before the relevant CRS is issued.
i) Maintenance: means any one or combination of overhaul, repair, inspection,
replacement, modification or defect rectification of an aircraft or component, with
the exception of pre-flight inspection.
j) Organization: means a natural person, a legal person or part of a legal person.
Such an organization may be established at more than one location whether or
not within the territory of the States.
k) Overhauled (in CAAB Form 1): Means a process that ensures the item is in
complete conformity with all the applicable service tolerances specified in the
equipment manufacturer’s instructions for continued airworthiness, or in the
data which is approved or accepted by the Authority. The item will be at least
disassembled, cleaned, inspected, repaired as necessary, reassembled and
tested in accordance with the above specified data.
l) Pre-flight inspection: means the inspection carried out before flight to ensure
that the aircraft is fit for the intended flight.

Revision: 00
PART 0, CHAPTER 0.9
Date: 22-08-2022
m) Principal Place of Business: means the head office or the registered office of
the undertaking within which the principal financial functions and operational
control of the activities referred to in this Regulation are exercised.
n) Repaired (in CAAB Form 1): Rectification of defect(s) using an applicable
standard other than overhaul.
o) "Robbing" is defined as the removal of a needed serviceable part or a
component from an aircraft or a built-up power plant or the accessories lying in
the stores to service another aircraft or a powerplant, but this must always be
considered as a last resort in order to avoid any delay to scheduled service.
p) Subcontracted Maintenance: Working under the Quality System of an
organization appropriately approved under Part-145 refers to the case of one
organization, not itself appropriately approved to Part-145 that carries out
aircraft line maintenance or minor engine maintenance or maintenance of other
aircraft components or a specialized service as a subcontractor for an
organization appropriately approved under Part-145.
q) Support Staff (S/S): means those staff holding a Part-66 aircraft maintenance
licence in category B1, B2 and/or B3 with the appropriate aircraft ratings,
working in a base maintenance environment while not necessarily holding
certification privileges i.e in a base maintenance environment having authority
on B1.1 and B2 on respective type of aircraft shall ensure that all relevant tasks
or inspections have been carried out to the required standard before the
category “C” certifying staff issues the Certificate of Release to Service (CRS).
r) "Swapping" shall be permitted only after the troubleshooting it is revealed that
the parts is suspected defective but may not necessarily be unserviceable. In
such case to facilitate troubleshooting the swapping shall be done by
interchanging the components among both the Aircrafts thereby avoiding
unnecessary workshop visits. However, after installation in both places the
required Test must be satisfactory as per approved Maintenance Data.
Sometimes Serviceable Component need to be removed from an aircraft (with
replacement by another serviceable component) to return to Store for pool
return / lease return /CSP return purposes. In such case the procedure
mentioned in 3.12.3 of this manual is need to be followed.

Issue: 02
Revision: 02
PART 1, CHAPTER 1.1
Date: 30-05-2023
CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER
1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER
This Maintenance Organization Exposition (MOE) defines the organization and

procedures under which Biman Bangladesh Airlines Ltd. hereinafter will be referred
to as “Biman AMO” are committed to function as an approved CAAB ANO (AW) Part-
145 Approved Maintenance Organization (AMO).
This is to confirm that Accountable Manager ensures that all Maintenance being
financed. All maintenance is carried out in accordance with policies and procedures
contained in this manual, conditions and restrictions of the Air Operator Certificate
(AOC)/CAMO and to the standard required by CAAB ANO (AW) Part-145.
This exposition and associated referenced manuals define the organization and
procedures upon which the CAAB ANO (AW) Part-145 approval is based as required
by Part 145.A.70. These procedures are approved by the undersigned and shall be
complied with, as applicable, when work/orders are being progressed under the
terms of the Part-145 approval.
It is accepted that these procedures do not override the necessity of complying with
any new or amended applicable regulation/requirements published by the CAAB from
time to time, when these new or amended regulations/requirements are in conflict
with these procedures.
It is understood that the Chairman, CAAB will approve this organization upon being
satisfied that the procedures are being followed and work standards maintained. It is
further understood that the Chairman, CAAB reserves the right to suspend, limit or
revoke the approval of the organization if the Chairman, CAAB has evidence that
procedures are not followed or standards not upheld.
Signed:
Date: 26 April 2023
Shafiul Azim
Accountable Manager
&
Biman Bangladesh Airlines Limited
[Part 145.A.30 (a) (c) (e) (g) / AMC 145.A.30 (a) –

Part 145.A.70 (a) / AMC 145.A.70 (a) GM 145.A.70 (a) –
Part 145.A.90 (a)]

Revision: 02
PART 1, CHAPTER 1.2
Date: 30-05-2023
SAFETY AND QUALITY POLICY
1.2 SAFETY AND QUALITY POLICY
Ensure a Safe product is delivered by Biman AMO as per effective Quality System
in compliance with the Part 145 requirements. Effective Quality System shall be
ensured through Independent Audit and quality feedback system. To achieve a
level of safety as required by aviation regulation and customer’s requirements, the
management and personnel are committed to comply as below.
1.2.1 Recognizing SAFETY as prime consideration at all times by:
(a) Biman shall establish a Safety Management System (SMS) that:

(i). Shall achieve the following objectives as a minimum:
a) Identifies safety hazards;
b) Assesses the impact of these safety hazards and mitigates risks;
c) Ensures that remedial action necessary to maintain an acceptable
level of safety is implemented;
d) Provides for continuous monitoring and regular assessment of the
safety level achieved; and
e) Aims to make continuous improvement to the overall level of safety.
(ii). Shall meet the requirements contained in Appendix V of CAAB ANO
(AW) Part-145; and
(iii). Shall be approved by the Competent Authority.
(b) Implementing Aviation Regulation & Safety Management System (SMS)

effectively (Ref. Safety Management System Manual 1009).
(c) Making every one responsible for safer operations through ensuring
compliance with procedures, quality & safety standards and regulations as the
prime duty of all personnel.
1.2.2 Apply HUMAN FACTORS principles by:
All technical procedures should be designed and presented in accordance with

good human factors principal.
1.2.3 Encouraging personnel to report maintenance related errors/incidents:
(a) Maintenance procedures should be held current such that they reflect best
practice within the organization. It is the responsibility of all organizations’
employees to report any differences via their organization’s internal
occurrence reporting mechanisms.
(b) Encouraging free and frank reporting of safety related occurrence
(maintenance related errors/incidents) and establishment of just culture
(personnel are not inappropriately punished for reporting or co-operating with
occurrence investigations).

Revision: 02
PART 1, CHAPTER 1.2
Date: 30-05-2023
SAFETY AND QUALITY POLICY
1.2.4 Recognize that compliance with procedures, quality standards, safety standards
and regulations is the duty of all personnel:
All procedures, and changes to those procedures, should be verified and validated
before use where practicable.
1.2.5 Recognize the need for all personnel to cooperate with the quality auditors:
(a) Primary objectives of the Quality System are to enable the organization to
ensure that it can deliver a Safe Product and that organization remains in
compliance with the requirements of Part 145.
(b) The effective use of the Quality System and resolving problems by taking
timely corrective and preventive actions.
(c) Being committed to making good cooperation and communication by all
personnel with Auditing personnel.
1.2.6 Accountable Manager of Biman AMO shall take the responsibility to ensure that all
necessary resources are available to accomplish maintenance in accordance with
the requirements of this manual.
Signed:
Date: 26 April 2023
Shafiul Azim
Accountable Manager
&
[Part 145.A.30 (a);

Part 145.A.65 (a)/ AMC 145.A.65 (a);
Part 145.A.70 (a) 2]

Revision: 02
PART 1, CHAPTER 1.3
Date: 30-05-2023
MANAGEMENT PERSONNEL
1.3 MANAGEMENT PERSONNEL
1.3.1 Position in Management Structure
Managing Director and Chief Executive Officer is the Accountable Manager for
Biman Bangladesh Airlines Ltd. AMO working as CAAB approved Part-145
organization. The persons named below hold relevant Management
Responsibilities in Biman AMO for –
- Management of safety and quality in maintenance operations
- Supervision and control of maintenance activities
- Compliance with applicable regulations and standards of the Operator/CAMO
1.3.1.1 Accountable Manager
CAAB 145 Post Holder

Biman Designation Name
as per AMC 145.A.30(b)
Managing Director & Shafiul Azim
Accountable Manager
Chief Executive Officer
1.3.1.2 Maintenance Manager

Chief Engineer,
Maintenance Manager Engineering Production A.R.M. Kaiser Zaman
(Form 4 holder)
Deputy to Maintenance Deputy Chief Engineer
Mohammed Billal Hossain
Manager Maintenance
1.3.1.3 Quality Manager

Chief Engineer,
Quality Manager Quality Assurance Md. Ali Naser
(Form 4 holder)
Deputy to Quality Principal Engineer -
Md. Enamul Haque
Manager Audit

Revision: 02
PART 1, CHAPTER 1.3
Date: 30-05-2023
1.3.2 Qualification of the Post Holder

The nominated post holder shall have relevant knowledge, background and
satisfactory experience related to aircraft / aircraft component maintenance /
production planning / stores & material management / Quality to ensure compliance
with CAAB Part 145 requirements.
1.3.2.1 Maintenance Manager / Deputy to Maintenance Manager shall:

(a) Hold/ have held type rated AME License or be a Bachelor of Engineering
in Aeronautical / Aerospace / Avionics / Mechanical / Electrical /
Electronic Engineering from a recognized Institute or University; and
(b) Have at least 5 (five) years of working experience in an approved
maintenance organization in a supervisory position or as an auditor in an
airworthiness inspection organization; or Personnel from military aviation
must have 5 (five) years of working experience in maintenance in addition
2 (two) years in approved civil aircraft maintenance organization/operator
as supervisor/manager; and
(c) Have successfully completed ANO (AW) Part-66 Module-10 course; and
(d) Have comprehensive knowledge on the Human Factor Principle and
Safety Management System; and
(e) Have comprehensive knowledge on Company Procedures.
1.3.2.2 Quality Manager / Deputy to Quality Manager shall:

(a) Hold/ have held basic AME License/instructor or be a Bachelor of
Engineering in Aeronautical / Aerospace / Avionics / Mechanical /
Electrical / Electronic Engineering from a recognized Institute or
University; and
(b) Have at least 2 (Two) years working experience in supervisory position in
a maintenance organization and 3 (three) years working experience as
an authorized quality assurance auditor; or 06 (six) years working
experience as an authorized quality assurance auditor or 05 (five) years
working experience as an auditor in an airworthiness inspection
organization; and
(c) Have successfully completed ANO (AW) Part-66 Module-10 course; and
(d) Have successfully completed Quality course; and
(e) Have comprehensive knowledge on the Human Factor Principle and
Safety Management System; and
(f) Have comprehensive knowledge on Company Procedures.

Revision: 02
PART 1, CHAPTER 1.3
Date: 30-05-2023
1.3.3 Control of CAAB Form 4

Accountable Manager submits completed CAAB Form 4 under confidential cover to
the CAAB with credentials of Maintenance Manager and Quality Manager. Such
Form, when approved, is archived in the office of respective Form 4 holder.
However, a copy of such approved Form 4 will be kept in the office of Quality
Manager.
1.3.4 Maintenance coordination
SL AMO tasks Responsible to Remarks

1 Completion of the Line DCE Line
maintenance work. Maintenance
2 Completion of the Base DCE Base
maintenance work in hangar. Maintenance
3 Planning of maintenance tasks, DCE Engg Planning /
receive work package from Principal Engineer
customer/ operator. (Production planning)
4 Availability of all necessary DCE (LM), DCE (BM)
personnel for the aircraft
maintenance work.
5 Availability of all necessary DCE (LM), DCE (BM),
tools, equipment, material and PE(MSS)
facilities
6 Organizing of Line/Base shifts DCE (LM), DCE (BM)
7 Availability and update of In-charge (Technical
maintenance data Library)
8 Shift or personnel changeover DCE (LM), DCE (BM),
Shift In-charges.
9 Acceptance of components Manager/DM/AM
(standard parts, raw materials (Tech. Store);
and consumable materials) Stores Inspectors
10 Aircraft defect rectification DCE (LM), DCE (BM)
11 Maintenance on customer/operator DCE (CM), Shop in-
aircraft components charges.
12 Certification of maintenance (Line Certifying staff (B1,
& Base), Issue CRS B2, C)
13 Component certification (CRS) Component Certifying
staff
14 Review and amendment of Quality Manager, DCE
Maintenance Organization (QA)
Exposition
15 Internal and External Audit Principal Engineer
(Audit)
16 Maintenance of IFE and related Principal Engineer

Revision: 02
PART 1, CHAPTER 1.3
Date: 30-05-2023
SL AMO tasks Responsible to Remarks

system and components (IFE)
17 Issuance of company Quality Manager,
Authorisation. Principal Engineer
(Aero)/(Avio.),
18 Cleaning of aircraft cabin PE (CABIN)
19 Keeping maintenance records for DCE Engg Plng /
customer/operators. Manager (Records)
20 Establishing a safety and quality Quality Manager ,
policy, human factors and human Principal Engineer
performance, SMS (SSHF),
21 Cleaning of aircraft cabin, Principal Engineer,
fumigation and disinfection Cabin Appearance
22 Procurement of aircraft spares, Manager/DM/AM,
material and tools Purchase
23 Receiving, storing and issuing of Manager/DM/AM
aircraft spares Technical Stores
24 Planning and provisioning of Manager/DM/AM ,
aircraft spares and Inventory Material Planning and
control Inventory Control
25 Cleaning of Hangar Complex floor Manager/DM/AM ,
and other areas. Hangar Complex
1.3.5 Delegation of Responsibilities

To ensure managerial continuity within the organization when Deputy Chief
Engineers, Principal Engineers are absent from the work place; the responsibility is
delegated to next available and suitable person. For the purpose of this provision,
the use of telecommuting technology and/or being on call and continually
contactable are acceptable means for operational managers to remain available
and capable of carrying out assigned work duties.
This delegation of responsibility is done via Office Circular or Letter. Delegation of

responsibility of management personnel may also communicated, if required, to
original equipment manufacturers (OEMs) and other external entities relevant to
maintenance operations. If any post holder fails to delegate his responsibilities due
to unavoidable circumstances, then his responsibilities will automatically go to his
parallel position or to his supervisor.
For the Nominated Post Holder, the nominated deputies as listed in this MOE will
perform the additional assigned duties and in this case no need for any notification
for Delegation/change of responsibility.
[Part 145.A.30 (b) 1, 2, 3, 4, (c) / AMC 145.A.30 (b) 1,2,7,8

/ Part 145.A.70 (a) 3]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 1, CHAPTER 1.4
Date:
DUTIES AND RESPONSIBILITIES OF MANAGEMENT PERSONNEL
1.4 DUTIES AND RESPONSIBILITIES OF MANAGEMENT PERSONNEL
1.4.1 General
This chapter defines safety accountability, authorities, duties and responsibilities of

management and related personnel that perform functions relevant to aircraft engineering
and maintenance. Each manager is responsible for completion of tasks of his section and
accountable for safety of persons and property in his area for ensuring aircraft airworthiness.
1.4.2 Accountable Manager
Accountable Manager is responsible:

(1) For ensuring that maintenance carried out by Biman AMO meets the standards
required by the CAAB ANO (AW) Part-145 requirements.
(2) For establishing and promoting the safety and quality policy specified in MOE 1.2.
(3) For nominating the senior person for monitoring of the quality system and also
responsible for nominating the management staff.
(4) For ensuring that the necessary finance, manpower resources and facilities are
available to enable the company to perform the maintenance to which it is committed.
(5) For ensuring the progress of the corrective actions/review of the overall results in terms
of quality.
(6) For ensuring the competence of all personnel including management personnel has
been assessed.
(7) For ensuring that all charges are paid, as prescribed by CAAB fees & charge regulation.
1.4.3 Maintenance Manager
(1) Ensure appropriate facilities, manpower planning, competency of man-power and

budgeting for the planned work including hangars, workshops and office
accommodation as applicable.
(2) Ensure of working environment appropriate to the tasks being undertaken.
(3) Ensure receiving of tools, equipment and materials required to perform the planned
tasks.
(4) Ensure availability of sufficient competent personnel to plan, perform, supervise,
inspect and certify the work being performed.
(5) Ensure using of latest maintenance data for aircraft and component maintenance.
(6) Notifies Accountable Manager whenever deficiencies emerge which require his
attention in respect of finance and the acceptability of standards.
(7) Ensure mitigation of the safety risks as per Biman SMS manual and accountable for
safety in maintenance operations. He has the authority to make decisions regarding risk
tolerability in maintenance operation with respect to aircraft airworthiness.
(8) Safety, quality and human factor issues in maintenance operations as well as reporting
of un-airworthy conditions.

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(9) Ensure competence of all personnel engaged in maintenance by establishing a training

programme and continuation of training.
(10) Ensures that maintenance operations are conducted in accordance with conditions and
restrictions of the AOC, applicable regulations and standards of the Operator.
(11) Ensures that all maintenance, required by the customers, is correctly certified i.a.w
CAAB ANO (AW) Part-145 regulations.
(12) Ensures that maintenance procedures are established and published within the
organization for compliance of CAAB ANO (AW) Part-145 regulations.
(13) Ensures necessary measures to deficiencies which arise from independent quality
audits.
(14) Ensures the quality of workmanship upto standard acceptable to the
customer/operator and CAAB.
(15) Ensures that maintenance records for customer/operators are kept as per regulations.
(16) Ensures that review of required man-power is done at regular interval.
(17) Manages security threats in maintenance operations, by deploying Ansar (state security
force) and Biman security guards in collaboration with Biman security section.
1.4.4 Quality Assurance
1.4.4.1 Quality Manager

(1) Monitoring the compliance of CAAB Part 145 maintenance organization requirements
and give feedback to the Accountable manager.
(2) Establishing regular Management review meetings with the Accountable Manager to
appraise the effectiveness of the quality system at least once a year
(3) Monitoring that all CAAB Part 145 maintenance organization activities are being
performed in accordance with the approved procedures.
(4) Monitoring the continued compliance with the requirements of CAAB Part 145 and
Part 66.
(5) Organize the Quality meeting with competent Authority for necessary corrective
Action to eliminate non compliances and ensure to meet the intended purposes.
(6) Ensure manpower Resources and establish training policy
(7) Monitoring and amending of the MOE and the submission of proposed amendments
to CAAB. Also monitoring the associated procedure manuals if any.
(8) Performing a quality surveillance and Audit on Biman AMO and remedial action.
(9) Notifying CAAB in case of any changes to the organization’s activities / approval /
location / personnel affecting the scope of approval issued by CAAB.
(10) Correspondence with the competent authority in relation to any airworthiness
occurrence reporting and any other airworthiness issue.
(11) Issue, renewal, revoke and suspend authorizations for AMO activities.

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(12) Ensure the human factors principles to be implemented within the organization.
(13) Submission of the MOE and any associated amendments after review to CAAB for
approval (which includes completion of and submission of CAAB Form 2, CAAB Form
4 or equivalent.
(14) Assessing/Evaluating/accepting suppliers of components and materials for
satisfactory product quality/standard in relation to the needs of the organization.
(15) Assessing external specialist services required to be used by the organization in the
performance of maintenance.
(16) Ensuring reporting to the Chairman CAAB, country of the Registry & Manufacturer any
condition of the aircraft (or a component), which could hazard safety after receiving
feedback from Maintenance on safety Hazards.
(17) Ensuring the competence of Quality personnel engaged in QA function.
1.4.4.2 Principal Engineer (Audit)
(1) Manage manpower allocation, supervision of audit, training of staffs in the Quality
Audit Sections.
(2) Prepare independent quality audit program in coordination with Quality Manager to
monitor compliance with CAAB requirements, and other International standards &
recommended practices.
(3) Review and update Audit plan every six months.
(4) Arrange to prepare Audit Report and submit to Quality Manager.
(5) Arrange to address Human Factor issues during conduction of audit across all
engineering sections to identify current culture within each section which could be the
possible contributing factors for errors and where changes can be made to improve
resistance to organizational and human induced errors.
(6) Facing all kinds of audit including surveillance of CAAB and other regulatory authority
and standards.
(7) Arrange to prepare all types of audit checklists and audit related forms in compliance
with CAAB, QA and other related regulatory authority requirements and revised if
necessary.
(8) Arrange evaluation and monitoring of suppliers, sub-contractors and contracted
MROs for component maintenance.
1.4.4.3 Principal Engineer QA (Aerospace):

(1) Manage manpower allocation, process occurrence reporting and training of staffs in
his Sections.
(2) Scrutinize the applications of aerospace related Authorisation/ Licence and process
the same.
(3) Attend examinations/Assessment (aerospace) to issue QA Authorizations.

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(4) Review any aerospace related course plans, contents, pre-qualification rules and
durations for any initial and continuation training with regular basis in coordination
with respective department of engineering as per CAAB requirements.
(5) Arrange initial, continuing or recurring training for AMEs and authorized personnel in
Aerospace category in coordination with the training organization and respective
department & Monitor QA authorizations records and maintaining the list of certifying
staff for Biman Engineering in licence and training coordination cell
(6) Assess and process capability enhancement and monitor that the Capability List(s)
reflecting the capabilities of the Component Overhaul Shops are updated.
(7) Distribute Quality Notices, Circulars etc. to the concern section/person and preserve
in the office of the Quality Assurance.
(8) Verify any concession / dispensation / waiver / deviation on airworthiness matter with
proper justifications before forward to competent authority.
(9) Prepares and processes submission of mandatory occurrence report to CAAB.
(10)Review of related procedure of MOE for any amendments.
1.4.4.4 Principal Engineer QA (Avionics)

his Sections.
(2) Scrutinize the applications of Avionics related Authorisation/ Licence and process the
same.
(3) Attend examinations/Assessment (Avionics) to issue QA Authorizations.
(4) Review any aerospace related course plans, contents, pre-qualification rules and
durations for any initial and continuation training with regular basis in coordination
with respective department of engineering as per CAAB requirements.
(5) Arrange initial, continuing or recurring training for AMEs and authorized personnel in
Avionics category in coordination with the training organization and respective
department & Monitor QA authorizations records and maintaining the list of
certifying staff for Biman Engineering in licence and training coordination cell
(6) Assess and process capability enhancement and monitor that the Capability List(s)
reflecting the capabilities of the Component Overhaul Shops are updated.
(7) Distribute Quality Notices, Circulars etc. to the concern section/person and preserve
in the office of the Quality Assurance.
(8) Verify any concession / dispensation / waiver / deviation on airworthiness matter
with proper justifications before forward to competent authority.
(9) Prepares and processes submission of mandatory occurrence report to CAAB.
(10) Review of related procedure of MOE for any amendments.
1.4.4.5 Principal Engineer (Services, SMS & HF)

his Sections.
(2) Manages a strategic action plan to improve the safety culture of Biman AMO and
periodically analyzes the safety and other reports.

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(3) Monitors that all employees get SMS and HPL initial & recurrent training.
(4) Encourages Biman AMO personnel to submit voluntarily the confidential safety
reports for safety occurrences/events, hazards, nonstandard activities and human
factors & limitation issues in their respective areas.
(5) Coordinates to conduct Safety Action Group (SAG) meeting once in a month to assess
the safety performance and select SRM team for hazard identification and risk
assessment of each safety report and prepare minutes of the meeting.
(6) Arranges to perform risk assessment and mitigation action of each safety report,
change management activities and associated risk management, establishment and
monitoring of SPIs and providing feedback on SMS performance.
(7) Arranges to nominate representative for SMS and Human Factors in each engineering
section who report and identify operational safety hazards and human induced errors
in maintenance.
(8) Monitors that all foreign AMO and MRO service providers are approved by CAAB. Also
verifies submitted supplier documents as per procedure and submit to Quality
Manager for approval.
(9) Monitors considerations of Human Factors & Limitations issues in any investigation
of Incidents/Accidents affecting safety. Assists Quality Manager for promoting
Human Factor awareness regarding internal incidents/occurrences through training
and/or open discussions/forums.
1.4.4.6 Auditors :
(1) Carrying out quality internal audit throughout the Biman AMO, MROs for component
maintenance and suppliers.
(2) Prepare or revise/update (if required) the audit checklist as per regulatory requirement
and Biman policy/procedure for various discipline before audit.
(3) Follow up the post audit activities of the audit area as per corrective action taken (CAT)
as a preventive measure.
(4) Carryout QA Random Audit during on-going maintenance checks of aircraft to ensure
maintenance personnel are performing the check in accordance with approved
procedures and maintenance data using proper tools & equipment’s including adequate
safety precautions.
(5) Carryout QA Surveillance audit at various audit areas in Biman AMO.
(6) Maintain internal and external audit records of his area both in hard & soft copy and
update regularly
(7) Considers Human factor and SMS issues during all types audit mentioned above.
1.4.5 Deputy Chief Engineer – Line Maintenance
(1) Organizing, staffing (formulating skill sets required and competency assessment),
coordinating and controlling activities in the Line Maintenance.

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(2) Provisioning of facilities, technical literature, equipment, tools and personnel required
for the line maintenance of aircraft.
(3) Supervises that all aircraft line maintenance activities are performed to the stands
specified in CAAB part 145.
(4) Supervises adherence to laid down Maintenance Practices, Airworthiness, Quality and
Safety standards in respect of Line maintenance activities, whilst maintaining production
targets with cost as low as possible.
(5) Supervises that industry best practice of Human Factor limitation and change
management are in place.
(6) Supervises implementation of efficient utilization of production time standards as per
operator/customer work order.
(7) Preparing a training scheme of his personnel in collaboration with BATC.
(8) Coordinating with MCC (Biman) and Engineering Services in respect of major and
repetitive defects, premature removals, whether involving flight delays or not, regarding
aircraft systems, engine and structures.
(9) Liaise with concerned departments to ensure proper supply of adequate spares,
Maintenance data and technical literature to help smooth functioning of maintenance
activities.
(10) Supervises that line maintenance personnel have proper training and information about
tools and test equipment available in the tools store and they draw appropriate tools
and test equipment as per requirement & return the same as per rules to the tools store.
(11) Supervises of MEL/ CDL items and corrective action taken to meet the time line.
(12) Participate in Audit and implement corrective actions against all findings in timely
manner. Attend Management Reviews to present detailed progress on
corrective/preventive actions.
(13) Report without any delay, to Chief Engineer (Quality Assurance), in case of an un-
airworthy condition or deviation from organizational procedures.
(14) Execute customer’s work as per Service Level Agreement (SLA) signed between
customer and Biman AMO.
(15) Coordinating with other departments and agencies at the Airport as well as with other
operators/agencies, for maintenance of their aircraft by Line Maintenance.
(16) Extending cooperation to officials of the CAAB and Quality department performing
aircraft investigations.
(17) Process all applications for Licenses and Authorisation for personnel working under him.
(18) Supervises compliance of all tasks provided by Production Planning.
1.4.6 Deputy Chief Engineer - Base Maintenance

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(1) Organizing, staffing (formulating skill sets required and competency assessment),
coordinating and controlling activities in the base Maintenance.
(2) Provisioning of facilities, technical literature, equipment, tools and personnel required
for the Base maintenance of aircraft.
(3) Supervise Schedule Maintenance Checks.
(4) Ensure safe maintenance of aircraft as per the Airworthiness requirements to meet the
maintenance schedule.
(5) Liaise with other Section/Department to ensure proper supply of adequate spares,
Maintenance data, tools & equipment for smooth functioning of the base maintenance
functions.
(6) Supervise all base maintenance activities are performed under the supervision of
Certifying Staff and Support Staff as appropriately licensed / authorized / approved.
(7) Supervise adherence to laid down maintenance practices, airworthiness, Quality and
Safety standards in respect of Base maintenance activities.
(8) Implement Industry best practices of Human Factor Limitation and change
management.
(9) Organize implementation of efficient and timely completion of work in coordination
with the Production Planning manager.
(10) Manage timely incorporation of ADs, modifications and repair orders on aircraft systems
/ engines and structures, in coordination with Operator/customer.
(11) Prepare training schedule for his personnel in collaboration with BATC and Maintenance
manager.
(12) Coordinate with MCC for MEL/CDL application, rectification of major defects, premature
removal etc.
(13) Take necessary measures that Base maintenance personnel have proper training and
information about tools and test equipment available in the tools store and they draw
appropriate tools and test equipment as per requirement & return the same as per rules
to the tools store.
(14) Participate in Audit and implement corrective actions against all findings in timely
manner. Attend Management reviews to present detailed progress on corrective/
preventive actions.
(15) Report to Maintenance Manager and Quality Manager, in case of an un-airworthy
condition or deviation from organizational procedures.
(16) Arrange to complete all work as per Service Level Agreement (SLA) signed with
customer/operator.
(17) Maintain an inventory of capital items and maintain adequacy of facilities.
(18) Collects and forwards all applications for Licenses and Authorisation for personnel
working under him.
1.4.7 Component Maintenance

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1.4.7.1 Deputy Chief Engineer - Component Maintenance
(1) Supervise safe maintenance of aircraft parts and components as per the airworthiness
requirements. And to ensure proper supply of adequate spares and updated CMMs for
smooth functioning of component maintenance.
(2) Supervise that certification to components after maintenance are done as per the
requirements.
(3) Organizing, staffing, coordinating and controlling activities in the Component
Maintenance department.
(4) Develop his department so as to meet the present and future aircraft component
maintenance requirement of Biman AMO as well as sell service to other operator.
(5) Organize his department with appropriately trained manpower and provisioning of
facilities, equipment and tools to meet the maintenance of components.
(6) Preparing a training schedule of his personnel and arrange to provide training in
collaboration with BATC if required.
(7) Participate in Audit and implement necessary corrective actions against findings within
the time frame.
(8) Attend Management Reviews to present detailed progress on corrective actions plan
(CAP), if required.
(9) Organize proper tools and test equipment in each shop and also provide training to
personnel about use of tools.
(10) In case of an un-airworthy condition or deviation from organizational procedures,
immediately report to Chief Engineer (Quality Assurance) and to Maintenance Manager.
1.4.7.2 Principal Engineer - Avionics Component Maintenance and
Principal Engineer - Aerospace Component Maintenance
(1) Arrange to perform the maintenance of Avionics components (Electric, Radio Radar
and Instrument overhaul shops) and Aerospace components (Component & Brake
Overhaul Shop, Life Safety Overhaul Shop, Seat overhaul shop, Upholstery, wheel
shop and Fabrics Cleaning Shop) respectively to ensure that all works carried out to
meet Biman's and customers specifications and standards.
(2) Detains manpower and material resources to meet the requirement aircraft
component maintenance programs.
(3) Maintain liaison with Engineering Planning, Engineering Services and Technical
Stores to ensure that required standards and work load schedules are met.
(4) Keep up-to-date inventory of tools equipment/materials possessed in respective
shop and tools loan management within other shops and sections. Take necessary
steps in respect of damage/missing tools and equipment.

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(5) Attend the pre-dock meetings for all maintenance checks and take necessary
preparation in respect of manpower, spares and facilities for maintenance checks.
(6) Regularly checks component certification process before release of aircraft
component.
(7) Checks that his personnel are conversant with the use of relevant test
equipment/Special tools & arrange necessary training if required.
(8) Assist Deputy Chief Engineer Component Maintenance to set training requirement of
shop personnel.
(9) Checks that personnel working under him wear overall and proper safety attires.
(10) Maintain liaison with S&MM for supply of spare-breakdowns & materials for smooth
functioning of Shops under his control.
(11) Liaison for the scheduled & unscheduled works supplied/planned by the Engineering
Planning department before the aircraft comes in hangar for checks, modification &
detail manpower accordingly.
1.4.7.3 Engineer Officers (of Electric, Instrument & HST, Radio & IFE, Component, Wheel & Life
safety overhaul shop)
(1) Utilizes resources to perform repair, overhaul, modification, inspection checks and
testing of aircraft rotatable components and accessories through his area in
accordance with the specifications and standards applicable to the task and ensure
that Airworthiness requirements are met.
(2) Check that workshop support equipment is maintained in a serviceable condition and
is adequate for the task.
(3) Check that a permanent record of work is maintained and make available for
inspection.
(4) Maintain an inventory of assets of all capital items under his control and ensure their
serviceability.
(5) Maintain the record of capability, calibration of tools & equipment and personnel
details.
(6) Issue CAAB Form1 (ARC) after satisfactory completion of each job.
(7) Check that the Inspection worksheets of the components within the capability are
updated as per latest revision/amendment of CMM and approved.
(8) Check for blanking and packing of the component to release and arrange to hand over
the same to Stores and MM.
1.4.8 Production Planning Manager
(1) Review and arrange necessary steps for the followings:

 correction of the work package,
 availability of updated Maintenance data and
 assess the required time duration for the check.
(2) Review the calculation of Man-hour involvement for the check package.

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(3) Review the availability of necessary tools/equipment/materials required for the

maintenance works.
(4) Make liaison with customer for addressing any shortcomings/discrepancy found in
the work
package or provided maintenance data.
(5) Schedule the work package with priority basis and confirm the input date upon
discussion with maintenance department.
(6) Supervise and coordinate with Maintenance for performing the check/works within
the time schedule.
(7) Supervise completeness of the check package/works and return the completed check
package/docs to customer.
(8) Arrange to preservation of the records per regulation.
(9) Arrange pre-doc, periodic review and post doc meetings.
(10) Arrange all necessary actions on deferred items & NRC’s.
(11) Maintain a close contact with maintenance department that all
regulatory/Airworthiness requirements are compiled while performing the works.
(12) Undertake or supervise other duties allocated by his superior officers.
1.4.9 Principal Engineer, Base Maintenance

(1) Primarily arranges to conduct the schedule maintenance of aircraft. He arranges to
perform unscheduled maintenance arises during schedule Maintenance.
(2) Provide technical guidance to his staff, associate himself with all major technical
decisions and take responsibility for overall quality & quantity of work produced in his
section.
(3) Distributes works to his staff on starting of the duty. He periodically reviews the
progress of the assigned work while the aircraft is in the hangar.
(4) Monitors the handing over register for the work done during the Shifts, the work to be
performed during the next shift and evaluates manpower required to complete the
work.
(5) Monitors that spares removed from aircraft are properly labeled and forwarded
through the routine channel for disposal. Also monitors that whether spares and other
items left unattended and unidentified in hangar.

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(6) Arrange to perform cleaning and polishing of aircraft and cleanliness of work area.
(7) Monitors that proper procedure is followed in issue of parts/equipment from the
store.
(8) Monitors that equipment removed from / installed in the aircraft are properly
recorded in the relevant worksheet / log book and signed by appropriate persons with
date & authority number in each case.
(9) Monitors that worksheet / log books are completed in all respects and signed with
date & authority number before release of aircraft from Base Maintenance.
(10) Reviews tool boxes of all his personnel quarterly & report for deficiencies to Dy. Chief
Engineer, Base Maintenance. He checks that his personnel are conversant with the use
of relevant Test equipment & recommend for training if anyone is found deficient.
(11) Assist Dy. Chief Engineer, Base Maintenance in the preparation of qualification record
and training requirement of Base Maintenance.
(12) Prepares the delay report for issuing CRS and ensure that his people are aware of the
delay & conversant with the procedure of declaring CRS delay.
(13) Reviews all the scheduled, unscheduled and modification/inspection works supplied by
Operator/customer, before the aircraft comes in hangar and depute qualified
manpower accordingly.
(14) Liaison with Principal Engineers Line Maintenance (A/B/C/D) for any other jobs to be
done whenever the aircraft is in hangar.
(15) Review the AML & CML before the aircraft is brought to the hangar. If any DMI is there
he consults with the respective engineers for rectification and if required, consults
with Principal Engineer MCC for taking concession from CAAB if the AML entry or DMI
cannot be rectified due to spares or any other obvious reason.
(16) Attends the pre-dock meeting for all checks and takes necessary preparation in respect
of manpower, spares and maintenance facility for timely completion of that check.
1.4.10 Principal Engineer In-Flight Entertainment (Ife)

(1) Arranges to perform scheduled and unscheduled IFE maintenance of all aircraft,
(2) Arranges to perform maintenance on IFE components either in Biman’s own facility
or by the outside servicing agency.
(3) Provide technical guidance to his staff, associate himself with all major technical
decisions and take responsibility for overall quality & quantity of work produced in

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his section.
(4) Distributes works to his staff on starting of the duty. He periodically reviews the
progress of the IFE work.
(5) Review all IFE works that have already been performed on the aircraft and also
evaluate the work that are required to be done and record all relevant information
in a register.
(6) Ensure that IFE components removed from aircraft are properly labeled by the
Certifying Staff and forwarded through the routine channel for disposal.
(7) Ensure that proper procedure is followed while issuing equipment, component from
the store.
(8) Ensure that equipment removed /installed in the aircraft are properly recorded in
the relevant worksheet/log book and signed by appropriate persons with date and
authority number in each case.
(9) Inspect tool boxes of all IFE personnel under his jurisdiction quarterly and report for
deficiencies, if any, to Chief Engineer Production.
(10) Prepares qualification records and training requirements of personnel under his
jurisdiction and checks that they are conversant with the use of relevant test
equipment. Recommend personnel for training if anyone is found deficient.
(11) Maintain liaison with Technical Store/Library for supply of spares and manuals for
smooth functioning of his team.
(12) Make liaison with Principal Engineer Line Maintenance (Shift A/B/C/D) for any other
IFE tasks to be done.
(13) Attend the pre-dock meetings for all maintenance checks and make necessary
preparation in respect of manpower, spares and maintenance facility to ensure
timely completion of IFE tasks.
1.4.11 Principal Engineer, Dhaka Line Maintenance (Shift A/B/C/D) ,
Principal Engineer, Chittagong Line Maintenance,
Principal Engineer, Sylhet Line Maintenance
(1) Arranges to perform scheduled and unscheduled maintenance work assigned to his
shift in accordance with the airworthiness standards and to provide the aircraft for

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assigned flights on time after performance of such works. Ensure expeditious

distribution of work of his staff at starting of the shift duty.
(2) Prepares the duty roster of the personnel of his shift to ensure optimum utilization of
manpower.
(3) Reviews the work performed during his own-shift and evaluate the work required to be
done during the next shift. Records in the handing over book (shift/task handover), that
contains work completed, work in progress and work to be performed during the next
shift and evaluates manpower required to complete that work(s).
(4) Monitors that spares removed from aircraft are properly labeled and forwarded
through the routine channel for disposal. Also monitors that whether spares and other
items left unattended and unidentified.
(5) Reviews all maintenance deferred list (AML/CML) and take corrective action.
(6) Provide necessary feedback to DCE (LM) regarding shift status.
(7) Immediately informs the aerodrome authorities/control tower upon receiving message
from the engineering personnel, who is deputed to carryout arrival of an aircraft from
flight, of any abnormality/damage observed. Simultaneously, he also informs PE (MCC),
DCE (LM) and Maintenance Manager and Quality Manager.
(8) After getting information regarding APU un-serviceability from DMI, E-mail or over
telephone, he communicates with GSE operation for providing Ground Power Unit
(GPU) and AC cart before placing the aircraft in bay for departure. He also informs GSE
for pneumatic start cart for Engine start. He monitors the availability of the all the
ground support equipment.
(9) Maintains liaison with the Principal Engineer, Cabin Appearance to keep the aircraft
interior clean and tidy.
(10) Checks tool boxes of all shift personnel quarterly and report for deficiencies to the DCE
(LM). He confirms that personnel are conversant with use of relevant test equipment
and recommend for training if necessary.
(11) Keeps the qualification record of Mechanics and Technicians (non-certifying staff) and
shall assist the DCE (LM) compiling the same.
(12) Checks that everybody in the line maintenance puts on florescent jacket.
(13) Confirms that respective Engineer Officer from his shift attend all arrivals and

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departures and, if required, discuss with the operating captain for more clarification of
the problems.
(14)Confirms that the pilot reported defects are satisfactorily rectified and will monitor the
rectification(s). He shall provide technical guidance to his staff.
(15) Arranges placement of aircraft as per line maintenance requirement.
(16)Confirms that Engineers on Duty are conversant with the following requirements:
a) Procedure to evaluate and declare time required for maintenance.

b) Periodically review the rectification of repeated defects.
c) Prepare the technical delay report in a clear and concise manner as per prescribed
form available in Engineering section after the departure of the flight in which should
include reasons for the delay.
(17)Arranges that worksheets / log books are completed in all respects and signed with
date and authority number by appropriate person before release of the aircraft for
flight.
(18) To conduct maintenance check flight, he gives his decision in consultation with DCE
(LM)/Chief Engineer Production.
1.4.12 PRINCIPAL ENGINEER - MAINTENANCE SUPPORT SHOPS

(1) Manages the activities of the support shops including industrial section, paint shop,
sheet metal and composite repair shop, Machine and Welding Shop and Tools store
to ensure that all work being carried out according to the requirement of
operator/customer specifications and standards.
(2) Manage manpower and material resources to meet the overall work schedules.
(3) Liaison with Engineering Planning, Engineering Services, Component Maintenance

and Technical Stores to ensure required standards and work load schedules.
(4) Sets program in areas under his control to develop safe and efficient workshop and
(5) Personnel practices within those areas.
(6) Arranges training of staff under his control.
1.4.13 PRINCIPAL ENGINEER, Cabin Appearance
(1) Detail his available manpower and use material resources to meet the overall
schedules of work.

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PART 1, CHAPTER 1.4
Date:
(2) Ensure compliance of contract between Biman and the foreign aircraft agencies within
scope of the contract.
(3) Ensure proper fumigation of Biman fleet of aircraft as per the contract between Biman
and the service provided.
1.4.14 CERTIFYING STAFF / SUPPORT STAFF
(1) Performs scheduled and unscheduled maintenance work on aircraft / aircraft system in
accordance with the airworthiness standards.
(2) Provides briefing to all persons involved in maintenance work with relevant safety,
precaution and warning instruction before start the job.
(3) Carry out rectification and modification task on aircraft/aircraft system in the area of his
authorization/scope in accordance with the manufacturer’s manuals or the current
appropriate technical instructions and established procedures.
(4) Attend arrival / departure of the aircraft and communicates with the Captain / Flight
Engineer to get briefing on the reported defect, if necessary.
(5) Immediately reports to the shift In-charge upon observing any abnormality/damage on
the exterior of the aircraft or any significant fluid (e.g., Fuel/ oil/ hydraulic) leakage from
it while attending the flight arrival and/or during walk-around check.
(6) Distributes work to staff under his supervision at the start of the duty and ensure
optimum utilization of manpower.
(7) Keep his own tool box up to date, inspect tool boxes of staff working under him and
make report to the Principal Engineer for deficiencies.
(8) Ensure that equipment removed from the aircraft by him or personnel working with him
are properly labeled and put in the appropriate place.
(9) Checks that equipment issued from the store by him or personnel working with him have
the serviceable tag attached to the equipment and the airworthiness requirements are
met before installation in aircraft. He also checks that all particulars of equipment
removed/ installed are entered in the appropriate places of worksheets/ log books.
(10) Confirms that worksheet / log books are completed in all respect and signed with date
and authority number before release of the aircraft for flight.
(11) Checks cleanliness of aircraft exterior and interior.
(12) Monitor all DMI/HIL items entered in AML and CML and carries out rectification of
defects entered in DMI/HIL. If the rectification cannot be done within the ground time,
due to obvious reason and expiry time limit of the HIL / DMI as defined in the MEL, he
informs respective Principal Engineer/ shift in-charge.
1.4.15 Manager-Material Management, Technical Stores
(1) Arrange sufficient, clean and environment controlled storage facility for storing of
aircraft parts, components, material as per manufacturer’s storage recommendations.

Issue: 02
Revision: 00
PART 1, CHAPTER 1.4
Date:
(2) Arrange that the Storage racks are strong enough to hold aircraft components and
provide sufficient support for large aircraft components such that the component is not
distorted during storage.
(3) Arrange that all aircraft components, wherever practicable, is remain packaged in
protective material to minimize damage and corrosion during storage.
(4) Arrange that aircraft components are stored in serviceable storage area with
serviceable tag.
(5) Arrange that aircraft parts and components are received in satisfactory condition and
with appropriate certificates.
(6) Arrange to maintain quarantine store for holding items that are pending for decision.
(7) Arrange to maintain rack life program for Life Limited Items stored in Bonded store.
(8) Arrange to issue aircraft components and material as per maintenance demand.
1.4.16 Manager, MP &IC
(1) Arrange to receive unserviceable component from maintenance.

(2) Arrange to make serviceable of unserviceable component by Part 145 organization.
(3) Arrange to plan material inventory for sufficient storage of aircraft components, parts
and material for smooth aircraft maintenance.
(4) Arrange for selection of MRO for component maintenance.
(5) Arrange to store unserviceable components till the component is sent to MRO.
(6) Loan and exchange of aircraft components from approved vendor/ MRO
1.4.17 Manager, MM, Purchase

(1) Arrange for supplier selection and evaluation.
(2) Arrange to purchase aircraft components, parts and materials from approved suppliers.
[Part 145.A.30 (a) 1, 2, 3 (c) / AMC 145.A.30 (a) (b) 3,4,5,6 (c);
Part 145.A.35 (i) / AMC 145.A.35 (a) 2 - AMC 145.A.45 (d);
Part 145.A.65 (a) (c) 2 / AMC 145.A.65 (a) (c) (2) (4);
Part 145.A.70 (a) 1, 2 - Part 145.A.90 (a)]

Issue: 02
MAINTENANCE ORGANIZATION EXPOSITION (MOE)
Date: 22-08-2022
PART 1, CHAPTER 1.5 Revision: 02
MANAGEMENT ORGANIZATION CHART Date: 30-05-2023
1.5 MANAGEMENT ORGANIZATION CHART MD & CEO Director, Engineering &

(Accountable Manager) Material management
Chief Engineer Chief Engineer

Quality Assurance Engineering Production
(Form 4 Holder, Quality Manager) (Form 4 Holder, Maintenance Manager)
Licence & Training Coordination Dy. Chief Engineer Manager,

Base maintenance Principal Engineer MSS & Purchase
Principal Engineer Certifying Staff
(Aerospace-QA)
In-Charge Technical Manager,
Principal Engineer BM &
Library +Assistant Material Planning and
Certifying Staff
Engineer Officer Inventory Control
Dy. Chief Engineer
 Principal Engineer Shift Manager,
Line maintenance
Principal Engineer In-charge(s) (Line Technical Stores
(Avionics-QA) Maint), CGP & ZYL
Dy. Chief Engineer  Certifying Staff Principal Engineer,
Engineering Planning (IFE)
Engineer Officer  Principal Engineer Cabin
Principal Engineer Appearance
Principal Engineer Production Planning &  Certifying Staff
(SSHF-QA) Planning Engineers 
 Principal Engineer
Customer Aircraft
Manager, Records &
Engineer Officer
Recording Staff  Certifying Staff
 Principal Engineer
Certifying Staff
Principal Engineer Dy. Chief Engineer Aero-O/H
(Audit-QA) Component Maintenance
Principal Engineer
Certifying Staff
Avionics o/H
Engineer Officer

Revision: 00
PART 1, CHAPTER 1.6
Date: 22-08-2022
LIST OF CERTIFYING STAFF AND B1 AND B2 SUPPORT STAFF
1.6 LIST OF CERTIFYING STAFF AND B1 AND B2 SUPPORT STAFF
1.6.1 General
Quality Manager maintains certification providing details of certifying staff,
authorized to issue Certificate of Release to Service. List shall be considered as an
associated document EMM/QA/1006 of Maintenance Organization Exposition
(MOE)
1.6.2 Categories of Certifying Staff (C/S) and Support Staff (S/S):
a) Aircraft Base maintenance certifying staff (category C);

b) Aircraft Base maintenance support staff (category B1, B2);
c) Aircraft Line maintenance certifying staff:
i. Category B1;
ii. Category B2;
iii. Category A (The tasks each staff is authorized to release, have to be
recorded in the individual authorization).
iv. List of tasks which may be authorized
d) Components certifying staff;
e) Specialized Services Certifying Staff:
i. NDT
ii. Welding
iii. Composite Repair
f) Store Inspectors
1.6.3 Management of List of Certifying Staff / Support Staff (B1 & B2)
Certifying Staff list under reference no: EMM/QA/1006 shall be maintained by
Quality Manager. Procedure of issuance, revalidation, suspension, limitation,
revocation and withdrawal of Certification Authorization is detailed in MOE Chapter
3.4. List of Certifying Staff shall be reviewed and updated in accordance with
procedure in MOE Chapter 3.5. Certifying Staff List (Document no:
EMM/QA/1006) shall provide, as a minimum, following information for each
personnel:.
(1) Name
(2) Staff Number
(3) Date of Birth
(4) Present Designation
(5) AME License Number(BD.66.XXX)
(6) Part 66 Basic License Category.
(7) Category of Authorization

Revision: 00
PART 1, CHAPTER 1.6
Date: 22-08-2022
LIST OF CERTIFYING STAFF AND B1 AND B2 SUPPORT STAFF
1.6.4 List of Certifying Staff / Support Staff Revision and control
The Quality Manager will update the List of certifying staff within 30 days to reflect
changes caused by addition and deletion of assignment, or addition and deletion of
personnel.
Any deletion, limitation and updating of validity date of individual authorization is
only approved by Quality Manager and the same shall be notified to the CAAB.
[Part 145.A.30 (g) (h); Part 145.A.35 (j) / AMC 145.A.35 (j);
Part 145.A.70 (a) 6 / GM 145.A.70 (a) 3]

MANPOWER RESOURCES Date: 22-08-2022
1.7 MANPOWER RESOURCES
1.7.1 Responsibility
Each head of division / department is responsible to ensure that the staffing level
manpower is sufficient as compared with terms of approval, Line, Base and Work
shop facilities.
1.7.2 Distribution of Manpower Resources
Details of manpower distribution in each department/division as per specialized skill

/ trades are demonstrated in the respective procedure manuals. However,
personnel are being transferred, depending on operational / maintenance
requirements.
Summary of the Technical Manpower for CAAB PART 145 Approval
Department /Division Active Employee for

CAAB Part 145 Approval
Quality Assurance 31
Production Planning 09
Engineering Production (IFE, Hangar maint.) 25
Line Maintenance 170
Base Maintenance 130
Specialised activities (NDT/Welding etc.) 10
Component Maintenance 92
Store & Material Management 51
Line Maintenance, CGP Station 11
Line Maintenance, ZYL Station 5
Support Staff (Engineering/Admin etc.) 30
Total 591
1.7.3 Processing of Manpower Resources
(a) Manpower selection and recruitment will include:

(i) The determination of required number of personnel, their knowledge and
skills;
(ii) The determination of training needs;
(iii) The training and assessment before they are allowed to perform
unsupervised work.
(b) Personnel may be selected and hired on:

(i) Permanent basis new employees or employees transferred from another
department;
(ii) Short term contract from other than Biman AMO.

MANPOWER RESOURCES Date: 22-08-2022
(c) The production and supporting functions will plan the man-hours required
versus Production needs as described in MOE 2.22
1.7.4 Manpower Assessment
(a) In manpower assessment process, each head of division / department shall

determine required manpower through short term forecasting method on the
basis of the following:
 Scheduled work load pattern
 Hangar Visit Plan (HVP) of the aircraft (Base Maintenance Work)
 Availability of Aircraft ground time
 Estimated man-hour per employee
 Skills / specialized services required
(b) In addition, general review of staffing levels is regularly under taken by each
Head of Division / Department as a part of his future planning requirements
considering requirements of additional manpower arising out from:
 Additions to the terms of approval
 Expansion of Line, Base and Shop facilities.
 Expansion of fleet size etc.
(c) Accordingly, recruitment of personnel shall be reviewed for each calendar

year with the planned requirement from the Biman AMO. Recruitment policy
for personnel is guided by the Administrative Order and Biman Human
Resource Department, in accordance with defined policy, shall select / appoint
maintenance staff as per the requirement from the concerned directorate.
(d) Competence of all personnel engaged shall be reviewed for each calendar
year. It shall be assisted by establishing a programme of training and
continuation training.
(e) Training requirements shall be analyzed for personnel of all levels, by each
section /process owner and the requirement will be forwarded to the Division
Head for arrangement of the required training. Training plan shall be
developed for initial / basic, type and continuation trainings as per procedures
detailed in this exposition.
[Part 145.A30 (d) / AMC 145.A.30 (d), Part 145.A.70 (a) 7]

Date: 30-05-2023
FACILITIES
1.8 FACILITIES
This section describes each of the facilities, in details, at which Biman AMO carries out
maintenance. All the facilities are identified in this chapter to provide a clear picture of
what is approved by CAAB. All sites are covered; however, a different emphasis is
placed on sites dependent on the level of work undertaken.
The system of protection against weather, dust and other airborne contaminants
(paint, smoke, etc.), ground water protection, heating/air conditioning, lighting, noise
protection, safety system (limited accesses, fire, staff security, etc.) is described either
in the diagram or in the associated text.
1.8.1 Principal Place of Business (PPB)
The PPB of Biman AMO is the address of the Organization where the principal
financial functions and operational control of the activities referred to in Part 145
regulations are exercised. It is the address which is included in the CAAB Form 3
approval certificate and is also used as postal address. The Address is as follows –
BIMAN BANGLADESH AIRLINES LIMITED
Kurmitola, Dhaka-1229.
1.8.2 Communications System
Biman AMO uses various communication systems to ensure the exchange of

maintenance and operational information throughout all areas of the organization, and
includes senior managers, maintenance managers, operational managers and front-
line personnel. The communication system also includes external organizations,
OEMs, Authorities and contracted organizations that conduct outsourced operational
functions. This communications system facilitates the reporting of operational
deficiencies, hazards or concerns by operational and maintenance personnel. Biman
communication system includes email, Telephone, e-nothi, letters, memos,
Engineering orders, Notices, Office orders/circulars etc.
1.8.3 Base maintenance facilities
Biman AMO facility consists of a Hangar Complex with attached offices; specialized
workshops; stores; support shops; and component maintenance shops to house and
protect the aircraft, components, tools, equipment and materials during maintenance
and to provide a suitable working environment for all personnel. The Hangar Complex
is equipped with all necessary equipment for the fire protection and evacuation
passages. The hangar floor space, workshops and office areas are adequately lighted
with appropriate lighting devices. To avoid hazard and ensure personnel safety,
necessary protective devices are available. A group of trained and skilled manpower is
involved for management and maintenance of hangar facilities and its equipment.
Layout of Biman AMO Facility is shown in Paragraph 1.8.6 of this exposition.

Date: 30-05-2023
FACILITIES
1.8.3.1 Hangar accommodation

a) Biman AMO Hangar Complex has been designed to provide optimum utilization
of the facility with a clear span and an un-obstructed floor measuring 87 meters
(285 feet) in length, 84 meters (277 feet) in width and a clear height of 25
meters (82 feet). The Hangar has a tail niche (Tail Dock area) measuring 30
meters (98 feet) by 18 meters (59 feet). The largest aircraft type in Biman fleet
that the hangar can accommodate is the Boeing 777-300ER. The Hangar
Complex is capable of housing one B777-300ER / B787-8 / B787-9 & one
B737NG / DHC-8-400 aircraft at a time for maintenance as shown in the
following layouts:
i. Configuration 1:

Date: 30-05-2023
FACILITIES
ii. Configuration 2:
B787-9

Date: 30-05-2023
FACILITIES
iii. Configuration 3:

Date: 30-05-2023
FACILITIES
b) The Hangar Complex is equipped with the following facilities, machineries and
installations:
i. Hangar Doors
The Hangar has been fitted with four doors which close the main
entrance. Each door runs on a truck embedded in the hangar floor and is
operated by electrical power to the drive motors from a set of collector
falls above the doors. Insulated conductor rails are insulated overhead,
each comprising three phase and one earth conductor. Suitable current
collectors are installed to be self-aligning and to automatically maintain
pressure on the collector conductor. Power feed and earth connection are
made at the center of the conductor rails to minimize conductor rails’
voltage drop. Door control stations emergency stop push buttons are
provided both the leading and trailing edge of the Four Doors. The Door
Drive bogie has a hand-controlled clutch between the drive mechanism
and the driving wheel on the rail.
ii. Roller shutter Doors

There are two numbers of roller shutter doors in the hangar operated by
electric motors. These two shutter doors are situated at the north and
south entry / exit of hangar complex.
iii. Fire Detection and Protection

a) Fire protection is a major feature of the facility and aircraft have
been protected by low level (under-wing) foam systems supported
by low and high level infra-red flame detectors and beam type
smoke detectors. Water supplies have been assured by two 1209
million litre reservoirs constructed on site.
b) The fire alarm system is controlled by a series of fire indicator
panels of modern design, which provide for automatic starting of
diesel powered fire pumps in the pump house and foam pump (for 3
% AFFF foam mixing) in the Foam mixing room, and operation of
the low level foam systems in the Hangar. The pumps have both
automatic and manual system of starting.
c) Sprinkler system protects the structure by drenching the vertical
columns in the hangar, in case of fire in the hangar.
d) The Fire alarm, protection and detection and extinguishing system
is controlled by fire indicator panel which provide an automatic start
of diesel-powered fire water pumps (6 numbers) and foam pumps (2
numbers). There are several numbers of low- and high-level flame
and smoke detectors and infrared flame detectors within the
Hangar, which are interfaced to the fire indicator panel, columns
sprinkler system which spray water to 22 columns of Hangar
structure by drenching water in the case of fire.
e) The fire alarm, protection and detection and extinguishing system
consists of following sub-systems: -
 Six numbers of Fire water Pumps, capacity: 278 KW each
 Two numbers of Foam Pumps, capacity: 45 KW each

Date: 30-05-2023
FACILITIES
 Two water reservoirs, 1.2 x2 Mega Litre Eight numbers of foam

monitors for discharging 3% AFFF Foam and 97 % water
mixture.
 Fire water pipe lines and huge numbers of gate valves of
different sizes.
 Four numbers of electrical and electronic fire control panels
 Two numbers of sprinkler valve control systems.
iv. High Voltage Sub- Station

The hangar complex has been provided with an Electrical sub-station, 11/
.415 KV, 2000 KVA, to supply electrical power. Main 11 KV switch board
has been situated in the M.T. sub-station. 11 KV Switchboard is extended
by the addition of two combined fuse switch units (CFS ), one of which
feeds the 11 KV Transformer no:1 providing essential power to the 415
volt main switch board ( MSB ) and the other feeds Transformer no:2 to
provide non-essential power to the 415 MSB. MSB supply has been
divided into essential and non-essential supply.
v. 11 KV Transformer
Two oil insulated 11 KV Transformer are feed from the 11 KV combined
fuse switch units from the M.T. sub-station. Cross linked polyethylene
insulated cables are used for the 11 KV feeders to the two 1000 KVA
Transformers. The two Transformers have been feed through 1600
Amps air circuit breaker.The main hangar switchboard is divided into an
Essential and Non-essential bus tied with a 400 amp interlocked circuit
breaker. Circuit breaker which controls the incoming supply from 500
KVA standby Diesel Generators (qty: 2 ). Thus both the Essential and
Non- Essential Bus Burs can be feed from standby diesel Generators in
case of DESCO (main) power supply failure.
vi. Standby Diesel Generators

Hangar complex is provided with two 500 KVA diesel powered stand by
generators which is connected to the main switch board both essential
and non-essential bus- bars to meet the power requirements in case of
DESCO power supply failure. Each set consists of a 12V – 92TA diesel
generating set coupled to a mecc alte alternator. These diesel generators
are Micro-computer (PLC) controlled. The PLC used is SLC 500 PLC
Allen Bradley. The program control, running, synchronising, load sharing,
troubleshooting all are monitored and controlled by this PLC, in co-
ordination with the following spares:-
Auto synchronizer governor , load share controller, sync check relay,
speed sensing relay, oil pressure sensor, water temperature sensor etc.
Power factor Improvement Plants (PFI): PFI plants, 268 KVAR capacities,
have been installed at the sub-station for improving power factor. It has
automatic electronic power factor regulators, condensers, HRC fuse,
Magnetic contactors.

Date: 30-05-2023
FACILITIES
vii. Earthing and Thundering protection

The whole hangar and workshop complex have been provided an
extensive earthing system and thundering protection and ensuring all
metal structure are bounded together at the same earth potential to
protect people who might in contact and so that safety devices circuit
breakers can trip to provide this protection. Protection of solid state
electronic equipments which are operates at very low voltages and can
be severely damaged by quite small earth leakage currents.
viii. Aircraft Ground Power

Aircraft ground power unit are provided to supply ground power to the
aircraft in the hangar. It is a fully solid state precision frequency converter
used as maintenance support equipment for aircraft in the hangar. This
Piller Brand GPU converter changes the incoming power from the
specified input frequency to the desired 400 Hz. to feed the aircraft. The
unit has inbuilt system to automatically configure itself for proper
operation within specified frequency range without operators intervention.
In the stage one of the conversion uses a three stage, full wave silicon
controlled rectifier (SCR) array to convert the incoming A.C. to D.C. In
stage two, inversion stage, uses transistorizes inverters to desired output
frequency. Full wave bridge rectifier with a phase capture feedback
network controls the SCR module. The power train has tight tolerance
Metal Oxide varistors and RC snubber circuits to protect the power
semiconductors and triggering circuits from possible damage by transient
voltage spikes. Major features are: Phase synchronization circuit,
instantaneous shutdown circuit, input fault indicator, adjustable over and
under voltage alarm, over temperature sensor.
Master logic Control: The main control/ FPGA board and Microprocessor
module is the nerve centre of GPU. The self-diagnostic section of the
control / FPGA board monitors incoming alarm lines from the IGBT
inverter modules. The diagnostic section pin points the exact location
and nature of the faults as well as the operational status of the entire unit.
The fault location is sent to the micro-processor and displayed on the
LCD display.
ix. Overhead Travelling Crane (9 Ton)

Demag manufactured overhead travelling crane quantity one is provided
in the east side of Hangar near tail Dock mounted on rails along east and
west Hangar roof steel structure. The crane is controlled by a Radio
Frequency remote controller unit. It has automatic breaking facility
through pole changing hoist motors for electrical breaking, performed in
conjunction with SGDM breaking relay.

Date: 30-05-2023
FACILITIES
x. Public address system

The Hangar and workshop buildings are provided with public address
system, consisting of centrally controlled microphone situated in the duty
engineers room, amplifier and loudspeakers are distributed all over the
Hangar and workshop, office areas. It’s a maintenance free system.
xi. Central compressed air plant

The hangar and workshop has been provided with central compressed air
plant to supply compressed Air all over Hangar complex and workshop.
The compressed air supply is generated by a 3 numbers of central air
compressors with associated 3000 liter air reservoir, filters and
refrigerated air drier. The hangar and workshops are provided with a pipe
line system compressed air supply, which provides a constant air
pressure at 820 kpa air delivery to a series of outlets. The pneumatic
supply is required to drive the pneumatic driven tools used in the aircraft
maintenance. Compressed air is generated from a central pneumatic
plant having the following machineries: -
a) Central Air compressors driven by 56 KW motors, qty: 03
b) Air receiver, 3000 liters
c) Refrigerated air dryer
The pneumatic supply has been driving the following machineries
/installations: -
a) Dry cleaning machines, spot cleaning machines, iron machines.
b) Sheet metal shop
c) Plastic repair and composite overhaul shop
d) Tail Dock
e) Wheel cleaning room
f) Wheel builds up shop
g) Aircraft chair repair shop
h) Life safety overhaul shop
i) Oxygen charging plant
j) Hydro-static testing plant
xii. Goods Hoist: 1000 KG

Two numbers of hydraulic Goods Hoists, each having capacity 1000 KG ,
are installed in the hangar to carry goods from ground Floor to 1st floor
and vice versa.
xiii. Electric Hot water system

The hangar is provided with 07 numbers of electrically powered hot water
heaters, to supply hot Water for cleaning of aircraft fixtures.
xiv. Eye Wash System

Date: 30-05-2023
FACILITIES
There are two numbers of eye wash shower, situated in the north and
south side of the hangar complex. Following Eye wash use procedures
are displayed in the three locations of each eye wash area: -
a) Do not panic
b) Shout out for help to allow co-workers to assist you.
c) Get to the eye wash station and turn the eye wash on.
d) Rinse both eyes with copious amounts of water for a minimum of
15 minutes.
e) Keep your eyelids open by using your hands to ensure adequate
flushing of the eyes.
f) Someone should contact emergency medical personnel.
g) Continue rinsing eyes until emergency medical personal arrive to
assist.
xv. Dry cleaning system

Aircraft seat covers are dry cleaned and steam pressed in the Fabric
cleaning shop. Dry cleaning system consists of following machineries and
installations: -
a) Three numbers of Dry-cleaning machines, one Union Spa (Italy), one
Multimatic Brand and another Lindus Brand.
b) One Vertical Tubeless Steam Boiler
c) Two numbers of vacuum spotting boards
d) Three numbers of steam press
c) One vacuum unit
xvi. Hydraulic Test Cart

The Hydraulic Test cart is an aircraft maintenance support equipment
used to perform the hydraulic system checking of aircraft, to perform the
retraction test of the landing gears, etc. The hydraulic Test rig is designed
to operate on aircraft hydraulic fluid, the fluid is stored in a 200 litre
reservoir. When connected to the aircraft, the machine permits the
system to operate in either open loop or closed loop mode. Fluid is drawn
through the suction valve in open loop mode and is feed to the dual vane
pump which delivers 30 (US) gpm into the cooler. For all testing the
coolers are on, their electric motors are controlled from the star–delta
contacts on the main motor star-delta starter. From the oil coolers the
fluid is filtered to 3 microns by the boost filter before entering the boost
controlled manifold, then onto the high pressure pump. Boost pressure is
controlled by the primary boost pressure relief valve. The 90 KW electric
motor drives both the boost pump and the main pump through splitter
box. Splitter box serves two function, one to mount the two pumps and
also to increase the speed from 1500 to 2100 rpm nominal. The drive
motor is control by a star delta starter with some interlocks (low oil level
and low boost pressure) and is fitted with over temperature thermal
overloads.

Date: 30-05-2023
FACILITIES
1.8.3.2 Aircraft access equipment/platforms/docking
Biman AMO has sufficient aircraft access equipment required to perform aircraft
inspections properly:
a) Tail Dock
Tail dock has been used for the servicing the horizontal and vertical stabilizers
of all types of Biman (except DHC-8-400) and customer aircraft. There are two
halves for horizontal stabilizers and five vertical stabilizer docks.
b) Trestles and steps

To accomplish maintenance work and inspection of the aircraft at different
location, a numerous number of trestles and steps are available of different size
and shape depending upon the nature of work and access. Trestle and steps
are fabricated and maintained by industrial section of Biman AMO. An Inventory
is maintained for all Trestles and Steps which includes Serial number, location
(DAC, ZYL, CGP), Identification number and Serial No. The shop personnel
carry out a periodic check/ inspection for condition of wheels proper function of
locking devices, safety rubber pad and its operation and cleanliness as per
prescribe intervals maximum 90 days and maintain a record in Form No.
EMM/LB/4404. During Bay inspection, if any trestle found unserviceable
condition, is removed from particular location for repair and raises a job card
(Form No. EMM/LB/4406) for rectification. In charge industrial section deputes/
assigns manpower for repair and proper placement of the Trestle in the
respective area/location.
Industrial section will maintain the repair record after completion of repair work
of every unserviceable Trestle.
In case of weather warning at Dhaka base the Industrial Section personnel on
duty looks after the security of the Trestles in Apron as well as in around the
vicinity of Engineering Hangar area must be properly secured and notify to the
I/C Shift / PE (Line maintenance) on duty that the Trestles are secured properly.
c) Boom Lift:
90 days interval Periodic Inspection for its Hydraulic oil level, any leakage of
hydraulic fluid, battery condition, structural damage, wheel condition and
operating devices. Battery charging ensure for its next operation.
d) Scissor Lift:
Periodically check battery water level, hydraulic fluid level, wheel condition and
its operation and cleanliness. Daily inspection also performs rubber hose
condition, battery charging condition.

Date: 30-05-2023
FACILITIES
1.8.3.3 Specialized workshops

Biman AMO performs specialized activities which include NDT, Composite Repair
and Welding in the following facilities:
a) NDT Shop
Non-Destructive Testing Shop is equipped with several facilities. These facilities
are checked as required interval to determine the serviceability for smooth
operation & maintain the working environment of the shop.
b) Composite Repair Shop

Composite Repair Shop, located in floor level-1 of the hangar complex, has two
separate rooms, one is the cleaning and sanding room and the other is used as
repair room (Repair room is temperature and humidity controlled). Composite
Repair Shop is equipped with pneumatic power system with sanding booth
facilities, water basin facilities, lighting, ventilation system, fire protection &
extinguishing equipment, First Aid Box and evacuation passages.
Fibre glass curing oven is situated in the Composite repair shop. This oven is
controlled by programmable temperature controller, over temperature
Controller, Thermo-couple, Relays and Timer.
Repair, Fabrication, Modification and Testing of composite structural parts of

aircraft and aircraft components are performed in the Composite Repair Shop
as per current approved capability.
c) Welding Shop
Machine & Argon Welding Shop, located in floor level-1 of the hangar complex,
is inside the sheet metal shop which is clearly identified in the Layout. The
Machine & argon Welding Shop is equipped as per approved capability:
The shop is equipped working aids (e.g.: Computer with Internet Connection,
printer, Communication System, Furniture and First Aid Box and Evacuation
Passages.
Protection the shop weather elements (e.g.: rain and other inclement weather).
Floor area dry condition and to prevent electric shock and control of safety
measure.
Argon Welding shop protection have heat treat and stress relief capabilities and
Excellent shop ventilation of the working area
The shop is designed with ceiling lighting system and emergency lighting. There
are ceiling and pedestal fans throughout the shop. Wall mounted and manually
operated ventilation windows are also used when required.
Welding bay is equipped with all around the shop enclose protect the ultraviolet
ray and has manually operated door system and the largest sized door is the
main entrance restricted to authorized person only and the other door are used
during emergency exit.

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FACILITIES
Used face shield with selecting filter lens OSHA approved supplied air purifying
respiratory auto dirking TIG welding helmet and Respiratory protection in
confined space during welding process.
Wear hand, head and body protection which help to prevent injury from
radiation, sparks and electrical shock (e.g.: Fire resistance leather hand gloves,
aprons, hats, shoulder, foot wear) as well as dark no synthetic clothing.
The shop is equipped with pneumatic lines with air pressure between 90 to 100
psi. The pneumatic power is used to operate pneumatic Resistance Spot
welding gun and Drill and sanding gun.
Fume extractor used during welding process to dissipate welding fumes and
gas to outside the shop.
The shop is equipped with a fire alarm system to provide automatic warning
during fire. Easily accessible CO2 fire extinguisher bottle is attached to the wall
of the shop.
1.8.3.4 Environmental Provisions
a) Hangar Complex Lighting

Hangar Bay (Aircraft maintenance area) lighting system has been comprised high
pressure sodium lights. High pressure sodium luminaries comprising of: High
pressure sodium lights-400-watt, Ballast - 400 watt, Igniters- 4.5 KV Ignition
voltage.
The Apron area has been lighted by high pressure sodium lights mounted on the
Hangar roof.
The office, workshops, stores have been illuminated by surface mounted
fluorescent luminaries (Tube Lights), fixed directly to the underside of the ceiling
and the areas where ceiling are not provided, the luminaries have been hook and
chain suspended from overhead roof purlins.
Fire Protected Lighting for Hazardous areas i.e., Tail Dock, Fiberglass and plastic
repair shop, Paint shop have been lighted by Single Pin Tube lights in explosion
proof enclosure.
b) Central Air-conditioning system

There are central air-conditioning systems in the hangar complex to supply
cooled and humidity-controlled air in the office areas and Bonded stores. The
central air conditioning plant is located mainly in the plant room no. 1 and 2. The
following machineries and installations are there: -
a) Two Mechanical services switchboards MSB 1 & MSB 2
b) Two liquid chillers, cooling capacity 122 tons and 125 tons.
c) Two centrifugal chilled water pumps
d) Two centrifugal condenser water pumps
e) Seven Air handling units
f) Two cooling Towers

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FACILITIES
c) Mechanical supply & ventilation (Dust control)

There are five mechanical supply air system brings fresh air through filter
system, Air is drawn through outside air louver and filter plenum.
d) Mechanical Exhaust ventilation

There are nine roof mounted mechanical exhaust air fans and three are flame
proof exhaust fans installed in the different places of workshop.
e) Fibre Glass Dust collector system (Environment control)

There is a fibre glass dust collector installed in the Plastic and composite repair
shop, to keep the area dust free by collecting dust which comes out of the
working process. The dust collector is supplied with a solid state control timer.
The input power is applied to the active and neutral of the timer control circuit
board which is controlled through the normally open auxiliary contactor of the
fan magnetic starter. Upon Fan start up, power is applied to the control board
and the pre-set off time is initiated. As the end of the off time, the control will
energize solenoid to provide the cleaning pulse for filter elements. During filter
element purge, the solid state control timer automatically selects the elements
to be cleaned and activates the air valve solenoid. The air valve opens,
resulting in a pulse of compressed air travelling from air manifold into the
blowpipe and down through the ventures. The compressed air pulse plus
induced air passes through the filter elements from the inside-outward,
removing the dust from the outside of the elements.
1.8.3.5 Office accommodation for:

(Planning, technical records, Quality, technical reference area, Storage, etc.)
This facility is located on the first floor of the Hangar complex. Separate rooms with
adequate office furniture and computer with internet facility are available for the
office of the Form 4 holder (Chief Engineer), Deputy Chief Engineers, Principal
Engineers, Engineer Officers, Technical and Administrative Staff working in the
office. All the office areas are adequately lighted with appropriate lighting devices.
Central Air-conditioning facility is available for all the offices. To avoid hazard and
ensure personnel safety necessary protective devices like fire warning system,
necessary fire extinguishing devices are available with evacuation passages. To
preserve the different type of master files, technical literature, technical records etc.
are kept in steel body shelf, file cabinet, wooden shelf etc. in different locations.
i. There are few designated offices located on the same floor for regulatory
authority and field representatives of different vendors and Manufacturer. A
separate Room is designated for CMIS Section and is located on the same
floor.

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FACILITIES
ii. Technical Library is also located on the same floor. Master copy of all the
aircraft Manuals, technical publications such as Maintenance manuals,
Overhaul manuals, Structural manuals, Wiring Diagram manuals, Service
Bulletins, CMM etc. with the latest revisions/amendments are preserved as a
hard copy on moveable/fixed racks and soft copy in the computers.
Office accommodation for Stores and Material Management Officials are

located at North West side of the 1st floor and at East side of the 2nd Floor of
the Bonded Store and Work Shop Building. Separate rooms with adequate
office furniture and computer with internet facility are available for the office of
the Deputy General Manager, Managers, officers and other Staffs working in the
office. All the office areas are adequately lighted with appropriate lighting
devices. Air-conditioning facility is available for all the offices. To avoid hazard
and ensure personnel safety necessary protective devices like fire warning
system, necessary fire extinguishing devices are available with evacuation
passages. To preserve the different type of master files, technical literature,
technical records etc, are kept in steel body shelf, file cabinet, wooden shelf etc
in different locations.
1.8.3.6 Component and material storage facilities:

Stores & Material Management (S&MM) Division of Biman AMO has enough and
appropriate facility for receiving, quarantine and storage of aircraft spares and raw
materials. There are twelve separate restricted areas to accommodate and store
aircraft spare parts and materials:
Facility Area (Sq. ft.)

Bonded Store One 7857
Rubber room One 1054
Bonded Store Two 9150
Rubber Room Two 440
Chemical Room 210
Paint Room 370
Tire Room One 4000
Tire Room Two 2150
Foreign receive area 1010
Quarantine room 150
Unserviceable room 75
BER Room 200
Each of above stores is provided with following facilities:

a) Equipped with sufficient racks, tables, stands etc. for storing of items

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FACILITIES
b) Provided ESD facilitated tables and racks for ESD items.

c) Air conditioner for maintaining room temperature at a required level.
d) De humidifier to maintain Humidity at a required level.
e) Provided with telephone, computer with internet facility and first aid kit.
f) Provided with adequate lighting.
g) Fire detection and protection/extinguishing equipment/system are installed.
h) Provided with necessary working tables, chairs, Test Stand/Benches.
1.8.3.7 Support Shop facilities
a) Industrial Shop
Industrial section, located in floor level-1 of the hangar complex consists of:
a. Office Room:
The office room of the Industrial section is located on the ground floor of hangar
complex. The office room is equipped with computer having internet connection,
communication system, furniture, lighting system, ventilation system, fire
protection & extinguishing equipment, First Aid Box and emergency evacuation
passages.
b. Fixed Installations in Industrial Section:

i. Firefighting system: Dry chemical fire extinguishers
ii. Electrically operated drill machines
iii. Electric operated Grinding machines
iv. Water basin for hand washing
b) Tool Store
Tools Store is located in floor level-1 of engineering hangar complex.
Different types of general tools, special tools, support tools, test equipment,
lubricants, consumable item etc. are kept and maintained in the tools store for
use during aircraft maintenance and in various shops. All calibrated tools and
test equipment are maintained according to the laid down procedures in
respective manuals/company procedures.
Tools store is a dustproof air-conditioned room (temperature & humidity
controlled). The store has a hall room which is separated into three sections.
The first section is used to store and display general tools and special tools
arranged on different colored board for easy identification. All heavy and odd
sized special tools and equipment are kept in racks and/or boxes kept on floor.
The second section is used for all test sets and precision tools as per aircraft
type and is identified as TEST SET room.
The third section is used as office of the Tools Store In-charge and is equipped
with internet connected computer. Tools Store premises is equipped with

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FACILITIES
lighting, fire protection & extinguishing equipment, First Aid Box and emergency
evacuation passages.
Fixed Installations in Tools Store:

i. Fire Fighting System: The shop is equipped with a fire alarm system to
provide automatic warning during fire. There is CO2 fire extinguisher bottle
located on the wall in the tools store near main entrance door.
ii. Door: There are two manually operated doors, the larger sized door is used
as the main door and the smaller door located at the back side of the store is
used as an emergency exit door.
iii. Lighting and ventilation system: The shop is designed with ceiling lighting
system and emergency exit door light. There are ceiling and pedestal fans in
the shop.
iv. Air conditioning & de-humidifier system: There are air conditioners and
dehumidifiers used to control temperature and humidity respectively. Both dry
and wet bulb temperatures are recorded twice in a day.
c) Paint shop
Paint shop is located in floor level-1 of engineering hangar complex.
Paint Shop has limited facilities for paint stripping, sanding, cleaning, painting
and re-painting of aircraft surface, panels, components and parts of aircraft. The
Paint shop also provides support to outside agencies for necessary works.
a. Office Room:
The office room is located inside the Paint Shop on the ground floor of hangar
complex. The office room is equipped with furniture, lighting system, ventilation
system, First Aid Box and evacuation passages.
b. Fixed Installations in Paint Shop

The Paint Shop consists of washing bay, Painting spray booth and painting
tables. A hot water container is available for paint stripping and painting. This
shop is also equipped with lighting, fire protection & extinguishing equipment,
First Aid Box and emergency evacuation passages.

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FACILITIES
1.8.4 Line maintenance facilities (at each location) as appropriate
a) Dhaka
b) Chittagong Line Station
As a part of Approved Maintenance Organization, Biman AMO Chittagong

Station is established as a Line Station to perform Technical Certification of
all types of Biman aircraft, contracted foreign carriers and to provide ground
handling services to all foreign carriers operating to Chittagong Station
ensuring airworthiness standard and safety. The available facilities of the
Biman AMO Chittagong Station are presented below:
i. Office accommodation
Biman AMO Chittagong Station Office is a single storied building.
Facilities of the office building are as follows:
Separate room for Principal Engineer, CGP station with the
communication facilities including internet connection. One room for
Engineer Officers equipped with communication facility and computer for
study/reading of Maintenance Data. There are room for JIO/JTO,
Tech/Mech. and Sweepers including one common room. One room is
allotted for Bonded Store and another for Oil storage. There are different
types of fire extinguisher bottles installed at disperse locations, sufficient
lighting available in all rooms, Electrical Power Supply available with
standby limited Generator Supply and in-house water supply.
ii. Storage facilities for spares and tools and equipment

Limited Storage facilities are available in this building. A spacious room
has been designed as bonded store and aircraft spare, main and nose
wheel assemblies of Boeing B737/B777 and other small items are kept
there. Tool boxes, wheel change kits, torque meters of different sizes,
engine cowl open pump, Tire pressure gauge (TPGs), head sets,
avometer, vacuum cleaners and IDG/BUG oil service pump are kept in
technical store room. Engine oils, Hydraulic fluids, Lubricants, grease
and different types of cleaning solvents are kept in Oil store. All precision
tools are calibrated at different intervals. Limited special Tools and
Equipment are available in this line station to meet only the limited task
during the aircraft transit period. In AOG situations, most of the
equipment and tools are brought from Dhaka (DAC) base station.
iii. Supporting equipment

Following Supporting Equipment are available at CGP station:
Axle jacks (capacities: 45, 60 and 90 Tons), wheel lifter, nitrogen trolley
(capacity: two bottles with flow regulating and shut off facilities), trestles

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FACILITIES
of different heights, electric flood light, lead lamps and electric lead
board.
iv. Firefighting facilities

Sufficient firefighting equipment for in-house and in apron area for
aircraft use is available. All items are inspected and serviced after at a
regular interval. In-house firefighting equipment is positioned in
dispersed locations inside the engineering office building are as follows:
ABC dry power extinguisher, Tridol foam spray extinguisher, carbon
dioxide extinguisher, water fire extinguisher and BCF extinguisher.
Different types of fire extinguisher bottles are used in apron area for
aircraft use.
v. Communication facilities
Communication facilities are available in Biman AMO CGP Station as
follows:
• Land Phone (Direct and PABX),

• Internet,
• Fax and Telex
vi. Layout of CGP facility

Refer 1.8.6
c) Sylhet Line Station
As a part of Approved Maintenance Organization, Biman AMO Sylhet station is

established as a Line Station to perform technical certification of all types of
aircraft operated by Biman and to provide ground handling services to all
contracted foreign carriers operating to and from Sylhet by ensuring
airworthiness standards and safety.
i. Office accommodation and facilities

Biman AMO Sylhet Station Office is located on the Ground floor of the
Osmani International Airport Building. Facilities of the office building are as
follows:
Separate well-furnished rooms for Principal Engineer and Engineer Officers
of Sylhet station with communication facilities, internet connection and air-
conditioning facility. A room for Engineer Officers is equipped with
communication facility and computers for study/reading of maintenance
manuals/data. There are rooms for JIO/JTO, Technician/Mechanic equipped
with furniture and a separate room is there for Sweepers. A room is allotted
as bonded store and tools store. Different types of fire extinguisher bottles
are installed at dispersed locations and sufficient lighting are available in all

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FACILITIES
rooms. Electrical Power Supply is available with limited generator supply

during regular power failure. Also in house water supply is available.
ii. Storage Facilities of spares and Tools and Equipment

Limited storage facilities are established in this building. A room is
designed as bonded store and aircraft main wheel assembly of B777-
300ER with other small items are kept there. In tools store room there are
torque meters of different sizes, engine cowl open pump, tire pressure
gauge (TPGs), head sets, vacuum cleaners and CSD/IDG oil service pump,
wheel change kits, by-pass pin, thread protector, charging adapter, drain
hose, grease gun, thrust reverser deactivation tools are kept. engine oils,
hydraulic fluids, lubricants, grease and different types of cleaning solvents
are also kept in the room. All precision tools are calibrated at different
intervals. Limited special equipment and tools are available in this line
station to meet the limited task during the aircraft transit period. In AOG
situation most of the equipment and tools are brought from Dhaka (DAC)
base station as and when required.
iii. Supporting Equipment

Following supporting equipment and tools are available at Sylhet (ZYL)
station: Axle jacks (capacities: 60 and 90 Tons), wheel change dolly,
Nitrogen trolley, Nitrogen bottles, trestles of different heights, lead lamps
and electric lead board.
iv. Fire Fighting Facilities

Sufficient firefighting equipment for in-house and in apron area for aircraft
use is available. All items are inspected and serviced after at a regular
interval. In-house firefighting equipment is positioned in dispersed locations
inside the engineering office building are as follows: ABC dry power
extinguisher, Tridol foam spray extinguisher, carbon dioxide extinguisher,
water fire extinguisher and BCF extinguisher. Different types of fire
extinguisher bottles are used in apron area for aircraft use.
v. Communication
Communication facilities are available in Biman AMO ZYL Station as
follows:
• Land Phone (Direct and PABX),
• Internet,
• Fax and Telex
vi. Layout of ZYL facility

Refer 1.8.6

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FACILITIES
1.8.5 Component maintenance facilities:
Biman AMO Workshops/Overhaul Shops are established for accomplishment of

Repair/Maintenance of Aircraft’s components by ensuring highest level of
airworthiness and safety.
All workshops of the Component Maintenance Department are located as per
layout of workshops & Bonded Store (S&MM) Building and Hangar Complex shown
in the MOE chapter 1.8.6. For the purpose of Repair, Overhaul and Servicing of the
Aircraft Parts/Components there are different Workshops / Overhaul Shops within
the Hangar premises are divided into two main sections:
Avionics Workshops Shop Area in Location

Sq. Meter
Electric Overhaul Shop 308 First Floor, Tech. Building
Battery Overhaul Shop 41 First Floor, Tech. Building
Instrument Overhaul Shop 207 First Floor, Tech. Building
Hydrostatic Test Plant 26 Outside Hangar Premises
Oxygen Shop 30 Outside Hangar Premises
Radio Overhaul shop 232 First Floor, Tech. Building
IFE Components Repair Shop 179 Second Floor, Tech. Building
Standard Laboratory 100 First Floor, Tech. Building
Mechanical Workshops
Component Overhaul Shop-1 178 Ground Floor, Hangar Complex
Component Overhaul Shop-2 181 Second Floor, Tech. Building
Wheel Overhaul Shop 114 Ground Floor, Hangar Complex
Life Safety Overhaul Shop 188 Second Floor, Tech. Building
Seat Maintenance Shop 304 First Floor, Hangar Complex
Fabric Cleaning Shop 78 First Floor, Hangar Complex
Upholster Shop 87 First Floor, Tech. Building
Each workshop is provided with required spaces for accommodation of the working
tables, chairs, test stand/ benches, measuring equipment, tools and aircraft
components to meet repair/ maintenance of components as per approved scope of
capability. Each of the workshops provided with the following facilities:
a) Equipped with required tools/special tools and test equipment

b) Provided with necessary working tables, chairs, Test Stand/Benches.
c) Provided with telephone, computer with internet facility and first aid kit.
d) Provided with technical publications, Component Maintenance Manual
(CMM) and component maintenance data as required.
e) Temperature is maintained at a required level in each workshop except
Fabric Shop.
f) Entry of dust and any other airborne contamination like moisture, hail and
wind are controlled and light are kept to an acceptable level.
g) Provided with adequate lighting so that each inspection and maintenance
work can be carried out in an effective manner.
h) Humidity is maintained at a required level in each workshop except Fabric
Shop.
i) Fire detection and protection/extinguishing equipment/system are installed.
j) Pneumatic/Water supply is available.

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FACILITIES
k) All Avionics Workshops are provided with the different level of electrical
power supplies as required by the concerned shops.
l) Provided ESD facilitated tables and racks for ESD items.( Avionics)
Overhead Travelling crane (7.5 Ton) in Engine Buildup Shop

A Demag manufactured overhead travelling crane is provided in the engine build up
shop, mounted on rails along the north and south walls. The crane is controlled by a
pendant control unit which travels with the crane unit as it travels across and along the
room.
Wheel Overhaul Shop
Wheel O/H Shop is located in floor level-1 of engineering hangar complex. The shop is
equipped with pneumatic power system, lighting and ventilation system, fire protection
& extinguishing equipment, First Aid Box and evacuation passages.
The Wheel O/H Shop is divided into two rooms located on each side of a corridor. The
first air-conditioned room, designated as ‘Office and Assembly Room’, is used for
assembling/ disassembling, testing of aircraft wheel assemblies whereas the other
room, designated as ‘Disassembly and Cleaning Room’, is used for disassembling and
cleaning purposes, Greasing. Wheels, after overhaul/modification or repair are also
kept in this (second) room in a designated area for a short period before delivery to
Technical Store if necessary.
Sheet Metal Shop
Sheet Metal Shop is located in floor level-1 of engineering hangar complex.
The shop is equipped with pneumatic power system, lighting and ventilation system,
fire protection and extinguishing equipment, First Aid Box and evacuation passages.
Repair, Fabrication, Modification and Testing of metallic structural parts of aircraft and
aircraft components are performed in the Sheet Metal Shop as per current approved
capability.
Heat Treatment Furnace in sheet metal shop
The Heat Treatment Furnace has been used to heat treats the structural parts and
rivets for aircraft. It is micro-computer controlled, programmable heat treatment
Furnace, programmable to set the temperature from 0 to 1200 degree Celsius. It is a
digital programmable controller based on a micro-computer. The micro-computer can
store 10 kinds of programme patterns and 10 steps per pattern (Total 100 steps). It has
many functions such as, external operation input and fixed value control. Proportional
Integral derivative (PID) setting, which has been set by key operation becomes RUN
status by key operation or external operation input. The set value of the specified
pattern no. has been operated by PID, together with analog to digital conversion and
process value linearised. The manipulating value operated by PID is converted into the
switching signal or the current signal and output by pulse conversion circuit. The
controller gets the feedback input from ‘K’ type thermo-couple. Controller output is 4 to
20 mille amp to firing the thyristors. An over temperature controller is fitted with the
Furnace for shut down of the furnace in case of temperature over shooting. There are
mechanical and electrical interlocks for safe operation of the Furnace.
Micro-processor based thyristor controller (Furnace output power flow controller):
The programmable controller is connected with the micro-processor based thyristor
controller for three phase load (heating element 60 KW) control in a very precision way.
The firing configurations of the thyristor can be set in different ways, namely: Logic mode,
Phase angle mode, Burst Var, Burst Fix and half Cycle mode.

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1.8.6 Layout of premises
i. Biman AMO Premises

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FACILITIES
ii. Hangar Floor Level 1

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iii. Support Equipment in Hangar

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FACILITIES
iv. Hangar Floor Level 2

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FACILITIES
v. Technical Store Building Ground Floor

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vi. Technical store Building Floor Level 1

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FACILITIES
vii. Technical Store Building Floor Level 2

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FACILITIES
viii. Technical Store Building Floor Level 3

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FACILITIES
ix. CGP Station Office

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FACILITIES
x. ZYL Station Office

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FACILITIES
xi. Location_Store_Warehouse
xii. Hydrostatic Test (HST) Plant & Oxygen Charging Plant Layout
[145.A.70(a)8, 145.A.25(a)1, 145.A.25(a)2, AMC 145.A.25(a), 145.A.25(b), AMC

145.A.25(b), 145.A.25(c)1, 145.A.25(c)2, 145.A.25(c)3, 145.A.25(c)4, 145.A.25(c)5,
145.A.25(c)6, 145.A.75(d), 145.A.40(a)3, Appendix III ]

Date: 30-05-2023
SCOPE OF WORK
1.9 SCOPE OF WORK
1.9.1 Organization’s scope of work
(a) Biman AMO performs Line maintenance, Base maintenance and component
maintenance. This includes routine & non-routine works, overhaul, repair,
inspection, replacement, modification or defect rectification of aircraft / aircraft
components. Disassembly of all engine modules is not performed by Biman
AMO. Splitting and assembling of Engines for transportation purpose is done
by Biman AMO. All works are accomplished in accordance with CAAB Part-
145 approved procedures.
(b) Principal Place of Business (PPB): The PPB of Biman AMO is the address of
the Organization which is included in the CAAB Form 3 approval certificate and
is also used as postal address. The Address is as follows –
(c) Following are the Maintenance Locations of AMO:
Dhaka Biman Bangladesh Airlines Limited Line maintenance, Base
Hazrat Shahjalal International Airport maintenance, component
Kurmitola, Dhaka-1229. maintenance and
Specialised Services.
Chottogram Biman Bangladesh Airlines Limited Line maintenance
Shah Amanat International Airport
Sylhet Biman Bangladesh Airlines Limited Line maintenance
Osmani International Airport
(d) Scope of Part-145 Approval is as follows:
CLASS RATING LIMITATION BASE LINE

AIRCRAFT A1 Bombardier DHC-8-400 (PWC PW150) X X
Aeroplanes/Airships Boeing 737-600/700/800/900 (CFM56) X X
above 5700kg Boeing 787-8/9 (GEnx) X X
Boeing 777-300ER (GE90) X X
COMPONENTS C1 Air Cond & Press Overhaul and Repair of component in accordance with
OTHER THAN C3 Comms and Nav approved capability list.
COMPLETE C4 Doors - Hatches
ENGINES OR C5 Electrical Power
APU C6 Equipment
C7 Engine-APU
C8 Flight Controls
C9 Fuel - Airframe
C12 Hydraulics
C13 Instruments
C14 Landing Gear
C15 Oxygen
C18 Protection

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SCOPE OF WORK
Ice/rain/fire
C20 Structural
SPECIALISED D1 Non Destructive Liquid Penetrant Inspection
SERVICES Testing Magnetic Particle Inspection
Eddy Current Inspection
Ultrasonic Inspection
Radiography Inspection
(e) Biman AMO performs the following processes in supporting maintenance of

aircraft and/or components when they are undergoing maintenance within the
facilities as stated in Part 1.8 of this exposition.
i. Welding of Aluminum, corrosion and heat resistance steel materials and
parts, Carbon steel and Titanium alloy materials and parts, Magnesium,
copper and Nickel alloy material and parts.
ii. Borescope Inspection.
iii. Composite Repair.
iv. Painting of aircraft.
(f) Generally, aircraft maintenance under A1 rating comprises of those tasks

detailed in the relevant Aircraft Maintenance Manuals (AMM) those are
intended to be accomplished in situ. In addition, certain tasks detailed in the
Component Maintenance Manuals (CMM) / Powerplant Buildup Manual
(PPBU) for installed equipment may also be included in this definition on case
to case basis only providing:
i. All maintenance data required to perform the task is available, and
necessary work package including task cards is received from CAMO/AOC
organization.
ii. All specified tooling, the use of which does not require specialist knowledge
or training, to perform the task, is available, and if required training the
trained person is available.
iii. Maintenance will not be accomplished under the A1 rating where the CMM
requires the use of specialist test equipment normally part of a bench test
facility.
iv. Any testing required after completion of the task is not complex in nature
does not require extensive specialist knowledge and does not involve an
element of judgement other than a simple ‘go-no-go’ decision.
v. As used here, a “test” is defined as the process to confirm serviceability as

described in the CMM/PPBU. In the event the CMM / PPBU does not detail
a specific test for the maintenance accomplished, the test provided in the
aircraft maintenance manual to check the component and / or system
serviceability may be used.
vi. Quality Assurance should be consulted if any clarification is required to

determine that a task is within Biman AMO approved Scope of Work under
A1 rating.

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SCOPE OF WORK
(g) Line Maintenance:

Line Maintenance shall be understood as any maintenance that is carried out
before flight to ensure that the aircraft is fit for the intended flight. Line
Maintenance may include:
i. Trouble shooting.
ii. Defect rectification.
iii. Component replacement with use of external test equipment if required.

Component replacement may include components such as engines and
propellers.
iv. 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.
v. Minor repairs and modifications which do not require extensive disassembly

and can be accomplished by simple means.
vi. Aircraft maintained in accordance with ‘progressive’ type programmes

should be individually assessed in relation to this paragraph. In principle, the
decision to allow some ‘progressive’ checks to be carried out should be
determined by the assessment that all tasks within the particular check can
be carried out safely to the required standards at the designated line
maintenance station.
vii.For temporary or occasional cases (ADs, SBs) the Quality Manager may
accept base maintenance tasks to be performed by a line maintenance
organization provided all requirements are fulfilled as defined by the
Competent Authority.
(h) Base Maintenance:

Maintenance tasks falling outside the Line Maintenance criteria as described in
this MOE 1.9.1 (d) are considered to be Base Maintenance. QEC Buildup only
in case of Engines is also included in Base Maintenance. Base Maintenance
Work is limited upto:
i. Bombardier DHC-8-400 (PWC PW150) Aircraft - Upto “A” Check.
ii. Boeing 737-600/700/800/900 (CFM56) Aircraft - Upto “C” Check.
iii. Boeing 787-8/9 (GEnx) Aircraft - Upto “C-1 Phase Check”.
iv. Boeing 777-300ER (GE90) Aircraft - Upto “C” Check.

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SCOPE OF WORK
(i) Component Maintenance:

Component Maintenance is carried out on uninstalled components intended for
fitment to the aircraft or engine/APU by following Component Maintenance
Data. Biman being a maintenance organization approved with a category C
class rating may also carry out maintenance on an installed component during
base and line maintenance subject to a control procedure (stated below) in the
maintenance organization exposition.
i. Maintenance of Component in Line or Base Maintenance are accomplishes
in situ by concern Authorized personnel from Component Maintenance
Department with reference to CMM or equivalent by raising NRC(s).
ii. In some cases, Cabin Crew or Cockpit Crew may write defects in the
Aircraft or Cabin Maintenance Log Book. Alternately Aircraft will be
inspected by the respective Category Aircraft Maintenance Engineer (AME)
and the AME will raise the observed defects in Aircraft Maintenance
Log/Cabin Maintenance Log / Non-Routine Work Card (NRC)
/Supplemental Work Sheets in respect of Aircraft.
iii. If maintenance task for the affected Component is not covered by Aircraft
Maintenance Data as specified in 1.9.1 (c) then AME will raise a separate
Non-Routine Work Card (NRC) for Non-Aircraft Maintenance (“X” for
NDT/Welding/Composite Repair, “Y” for Support Shop including Painting &
“Z” for Component Maintenance etc.) quoting original Aircraft Maintenance
Log/Cabin Maintenance Log / Non-Routine Work Card
(NRC)/Supplemental Work Sheets.
iv. Concern Authorized personnel from Support Shop Group or Component
Maintenance Group or Specialized Service (NDT/Welding/Composite
Repair) Group will then issue required Non-Routine Work Card
(NRC)/Inspection Worksheet quoting the reference of NRC Control Sheet
for Component Maintenance for the particular work. Necessary parts, items
required to be replaced to service the aircraft Component shall be drawn by
the Authorized personnel from Component Maintenance Group or
Specialized Service Group.
v. Concern Authorized personnel from Support Shop Group or Component
Maintenance Group or Specialized Service Group will certify the work after
completing the work as per CMM or their respective approved Manual in
the NRC/Inspection Worksheet/CAAB Form 1 and provide one copy of the
said NRC/Inspection Worksheet to Aircraft Maintenance.
vi. Then Aircraft Maintenance Engineer will certify the work in Aircraft
Maintenance in the Aircraft Maintenance Log/Cabin Maintenance Log /
Non-Routine Work Card (NRC) / Supplemental Work Sheets in respect of
Aircraft stating the referred action of the Support Shop Group or
Component Maintenance Group or Specialized Service Group.

Date: 30-05-2023
SCOPE OF WORK
1.9.2 Company Capability List (CCL)
(a) Company Capability List (CCL) of Biman AMO shall be maintained by

Maintenance Manager, under reference no: EMM/CM/5002 in tabular format.
The List is the consolidated List of Aircraft (“A1” Rating) including Specialized
Services (“D1” Rating) and Component (different “C” Rating) that can be
maintained in Biman 145 Organization. This List consists of three categories of
items based on CAAB Approval, Biman QA Approval and Miscellaneous
Approval. It shall be approved by Quality Manager, providing following
information:
i. Category (C1 to C20); except C2, C10, C11, C16, C17 & C19
ii. ATA chapter & LRU control No
iii. Part Number
iv. Designation
v. Reference of the CMM
vi. Level of Maintenance
vii. Workshop
(b) Company Capability list (for maintenance on relevant components) shall be

complied by Maintenance Manager. This list shall be submitted to Quality
Manager for approval, against the scope of work being approved by the
CAAB/Quality Assurance.
(c) Company Capability List, hard copy, shall be presented to the regulatory
Authority, whenever called for. Maintenance Manager shall review the
Company Capability List (CCL) on regular basis.
1.9.3 Amendment Process

Maintenance activities are added to the Scope of Work or to a Company Capability
List as mentioned in the CAAB Part 145 Approval Schedule. Amendments can be
of either one:
(a) Amendment of the scope of work
(b) Amendment due to Addition in Company Capability List
 Direct Approval
 Indirect Approval
1.9.3.1 Amendment of the scope of work

(a) In sight of future maintenance agreements and/or memoranda of
understanding with customer it may be necessary to extend the Approval
Schedule to introduce:
i. new types of aircrafts and engines;
ii. new maintenance checks (line or base).

Date: 30-05-2023
SCOPE OF WORK
(b) The interested production sector (Maintenance Manager), once verified to

be in possession of all necessary requirements, proposes the updating to
Quality Manager through the form “Capability Enhancement for Aircraft
Maintenance (EMM/CM/5002-01)” filled into the applicable parts.
(c) Quality Assurance, basing on the information contained into the proposal,
performs aimed checks, using audit techniques, on materials, training,
tools, facilities, personnel, documents, procedures necessary to perform
the new job.
(d) In case of positive outcome of the checks, the Quality Manager finalizes
with CAAB and gets approval for amending the Approval Schedule.
Amendments relevant to the AMO Approval Schedule shall be included in
the MOE Section "1.9 Scope of Work ", by the Quality Manager.
(e) Biman Engineering & MM will guarantee the due payment, according to
current fees, related to renewals or change of Approval Certificates.
1.9.3.2 Amendment of the Company Capability List

Biman Engineering & MM holds 145 approval on component ratings C1, C3, C4,
C5, C6, C7, C8, C9, C12, C13, C14, C15 and C18 for the maintenance of
components, whose part numbers are listed in the Company Capability List. An
amendment in Company Capability List may be addition/deletion/ correction related
to any aircraft component / limitation of work scope (maintenance level) or a
combination of both.
1.9.3.2.1 Amendment affecting scope of Approval (Direct Approval)

(a) Any changes (additional component with its associated scope of work i.e
maintenance level) in ratings outside C1, C3, C4, C5, C6, C7, C8, C9,
C12, C13, C14, C15 and C18 of Class named “COMPONENTS OTHER
THAN COMPLETE ENGINES OR APU” must be applied to CAAB for
approval in accordance with the established procedures.
(b) The insertion of such new P/N (new processes or component types) into
the Company Capability List is proposed, filling the form “Application for
Enhanced Capability (EMM/CM/5100)”, by the Maintenance Manager, to
the Quality Manager. Quality Assurance will perform all checks deemed
necessary to demonstrate the compliance to the regulation.
(c) In case of positive outcome of the checks, the Quality Manager finalizes
with CAAB and gets approval. Once the approval from CAAB is received
the Quality Manager will take necessary step to insert an amendment
into the Company Capability List.
(d) Biman Engineering & MM will guarantee the due payment, according to
current fees, related to “Change of the AMO Scope - Additional
Component Rating”.

Date: 30-05-2023
SCOPE OF WORK
1.9.3.2.2 Amendment (Minor changes/updates) not affecting scope of Approval

(Indirect Approval)
(a) Biman Engineering & MM may amend (Minor changes/updates) the
Capability List (addition/deletion/ correction related to any aircraft
component/limitation of work scope (maintenance level) or a
combination of both), without prior approval of the CAAB provided the
amendments (addition/deletion/correction or limitation of work scope
(maintenance level) or a combination of both) within the C ratings (C1,
C3, C4, C5, C6, C7, C8, C9, C12, C13, C14, C15 and C18) held and
have evaluated in accordance with the established procedures.
(b) Minor changes/updates to the Company Capability List are not limited to
but as follows:
i. Update of the rating class related to the component ATA chapter;
ii. Updates like integration of P/N listed in the maintenance data (CMM
etc.) referred to already approved capability without any change in
procedures and equipment as originally approved;
iii. Maintenance data updates for amalgamation of manufacturers, or
changes in terms of ATA and sub-ATA identification or other
document title change.
(c) The Maintenance Manager, once verified to be in possession of all
necessary requirements, proposes the updating to QA through the form
“Application for Enhanced Capability (EMM/CM/5100)” filled into the
applicable parts. Quality Assurance will perform all checks deemed
necessary to demonstrate the compliance to the regulation.
(d) In case of positive outcome of the checks, the Quality Manager finalizes
approval and shall notify CAAB about the indirect approval.
(e) After approval Maintenance Manager shall amends the Company
Capability list (for maintenance on relevant components) by inserting an
amendment into the List. This list shall be submitted to Quality Manager
for approval.
1.9.4 Work away from base or occasional Line maintenance as per 145.A.75 (c)
a. Biman AMO may provide short term work at a location away from the
Maintenance Organization, when the work is necessary, due to special
circumstances such as emergencies, AOG or in preparation for a ferry flight,
etc. Biman AMO can only provide services for work that it is rated for.
b. Biman AMO may perform work, such as Flight Observer Services and
Temporary Line Station Engineering Services at a location away from the
Maintenance Organization on a recurring basis, as a part of everyday
business rather than under special circumstances only.

Date: 30-05-2023
SCOPE OF WORK
c. For work performed at locations, other than the AMO’s base station, a
maintenance team will be delegated from the repair station.
d. Personnel qualification and responsibility of a maintenance team delegated

abroad to perform maintenance work is the same as that of at the base
station.
e. Depending on the work scope, sufficient number of qualified personnel for

the execution, inspection and supervision of the work must be delegated.
The team will be decided by the respective department’s Deputy Chief
Engineer or the Manager on duty. A team leader will be assigned. He will be
responsible for the proper execution of the work in accordance with the
standards of the repair station.
f. The maintenance team delegated to a location, other than the AMO’s base
station, must ensure availability of approved tools/equipment, material, and
approved data as appropriate for the task to be performed.
g. Control of work performed at a location, other than the AMO’s base station,
will follow the same principles as that of at the base station. The person
authorized for the release of the work must ensure that all work steps have
been completed before signing the CRS.
[Part 145.A.20 / AMC 145.A.20 - Part 145.A.42 (c) - Part 145.A70 (a) 9
Part 145.A.75 (a) (b) (c) (d) (e) - Part 145.A.80 / AMC 145.A.80]

Issue: 02
Revision: 00
PART 1, CHAPTER 1.10
Date: 22-08-2022
NOTIFICATION PROCEDURE TO THE AUTHORITY REGARDING CHANGES TO THE
ORGANIZATION’S ACTIVITIES / APPROVAL / LOCATION / PERSONNEL
1.10 NOTIFICATION PROCEDURE TO THE AUTHORITY REGARDING CHANGES

TO THE ORGANIZATION’S ACTIVITIES / APPROVAL / LOCATION /
PERSONNEL
The Quality Manager is directly responsible for the notification to the CAAB
regarding changes to the maintenance organization’s activities.
1.10.2 Procedure
Following changes is notified to CAAB before they take place, except in cases of
changes in personnel not known to the management beforehand. Those will be
notified at the earliest convenience:
a) The ownership and the name of the organization.
b) The main location of the organization.
c) Additional locations of the organization.
d) The Accountable Manager.
e) Any of the CAAB Form 4 Post Holder (nominated personnel) specified in
this manual.
f) Facilities, equipment, tools, material, procedures & workscope that could
affect the Scope of approval;
g) Certifying Staff that could affect the Scope of approval;
To carry out any of changes before such changes take place, Biman shall notify to CAAB
of any proposal through different documents listed below:
Documentation to be
Type of change Examples of change
provided
Change of Name of the Form 2 + Certificate of
Organisation Incorporation
Incorporation
A
D
documents as applicable
D
Change of postal address MOE & associated
R
of the registered documents as applicable
E
organisation without any
S
change of the maintenance
S
site
E
Change to the locations/ Form 2 + Certificate of
S
facilities of the Business (PPB) address Incorporation in the case of
maintenance organisations change; Present Place of Business
with or without amendment (PPB) change
to the scope or capability maintenance site already
approved; documents as applicable

Issue: 02
Date: 22-08-2022
EXPOSITION (MOE)
Revision: 00
Date: 22-08-2022
Documentation to be
provided
or cancellation
of maintenance sites
Modification, extension,
reduction or reorganisation
of an approved
maintenance
location. (e.g. Addition built
working areas such as
Hangar, office or workshop
within the approved facility).
Expansion or transfer of MOE & associated
offices /storage facility documents as applicable;
layout
Change of the Accountable
Manager or Form 4
holders identified in the documents as applicable;
MOE 1.3
P
Reduction or increase of
E
the staff number when the when the staff to maintain
R
variation: the CAAB approval was 100 documents as applicable
S
Is more than 10% of the
O
total staff number declared certain aircraft type
N
in the MOE 1.7 approved under A1 rating
N
or leave the Organisation;
E
Is affecting the approval.
L
Any change to the
equipment, tools, materials
that could affect the documents as applicable
approval.
the scope of work or scope rating;
of approval under Ax documents as applicable
rating. to the Ax scope of approval;
C approval from line to base

A maintenance;
P
A maintenance level check
B from daily to A check for an
I aircraft already included in
L the approval;
T an engine
Y type associated to an A/C
type/model inside a rating
Ax already approved.
the scope of work or scope rating;
of approval under Bx rating Addition of a new engine documents as applicable

Issue: 02
Revision: 00
Date: 22-08-2022
Documentation to be
provided
type to the Bx scope of
approval;
maintenance level check

from repair to overhaul for
an engine already included
in the approval;
the scope of work or scope capability which requires a
of approval under Cx rating new Cx rating; documents as applicable
Addition or cancellation to
the approved capability list documents as applicable
where the CAAB Part-145
“C” rating is held and any
additional component
capability is of similar
technology & within
existing ATA chapter
capability (MOE 1.9
refers).
Addition or cancellation of
NDT method under D1
rating documents as applicable
Addition of any specialized
services under any rating capability under any rating;
in the course of documents as applicable
maintenance capability under any rating;
capability
P Any change to the

R procedures that could
O affect the approval. documents as applicable
C Change to the MOE and its ciated
E associated procedures / documents as applicable
D lists called out in the MOE
U 1.11 that do not affect the organisation
R approval.
E
S
[Part 145.A.15 (a) / AMC 145.A.15 - Part 145.A30 (a) (b)

Part 145.A.70 (a) 10 / GM 145.A.70 (a) 9 - Part 145.A.85 / AMC 145.A.85]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
Date: 30-05-2023
EXPOSITION AMENDMENT PROCEDURES (INCLUDING DELEGATED
PROCEDURES)
1.11 EXPOSITION AMENDMENT PROCEDURES (INCLUDING DELEGATED

PROCEDURES)
The Accountable Manager approves this manual by signing the commitment

statement in section 1.1. Quality Manager is responsible for arranging the revisions
and the availability of the manual as per distribution list. Quality Manager approves
the section 0.3.2 “LETTER OF TRANSMITTAL FOR EXPOSITION AMENDMENT /
APPROVAL” any time a revision takes place.
1.11.2 Reason for amendment
MOE is amended for compliance with any new requirements and/or any change in
the existing maintenance procedures. Specific reason behind the changes
requirements are as follows:
(a) Changes to maintenance and airworthiness requirements mandated by CAAB.

(b) Change in organization and its activities
(c) Inadequacy identified through internal/external audit.
(d) Conformity with applicable requirements
(e) Changes proposed through annual review.
1.11.3 Exposition amendment procedures and approval
(1) The management and maintenance personnel may submit proposed revisions
of this manual to Quality Manager using the “MOE Amendment Request Form”
no: EMM/QA/1051.
(2) Any proposed amendment in MOE, affecting the scope of CAAB Part-145
Approval or not, must be submitted to the Chairman CAAB for approval prior to
the incorporation and this shall be at least 60 days prior to the date of intended
implementation. Quality Manager shall submit two copies of MOE proposed
amendment pages under a covering letter to the Chairman CAAB for approval.
For any change defined in the MOE 1.10, revised CAAB Form-2 / CAAB Form-
4 (as applicable) must also be submitted for the approval.
(3) A Minor amendment will be considered as addition / deletion / correction within
text, process flow, not affecting prime intent of any procedure in MOE. Any
correction, made against typographic error in MOE, shall also be considered as
Minor Amendment.
(4) Proposed “Minor Amendment” shall be submitted to Quality Manager for
indirect approval. However, Quality Manager shall notify such indirect approval
to the CAAB for endorsement at the earliest, through two copies of revised MOE
pages under a covering letter, if within 30 (thirty) days no respond written /
verbal received then it will be treated as acceptable.
1.11.4 Incorporation of Amendment
(1) Upon grant Approval from the CAAB for an amendment affecting scope of the
CAAB Part 145 Approval, Quality Manager shall issue an amendment as per the

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
Date: 30-05-2023
EXPOSITION AMENDMENT PROCEDURES (INCLUDING DELEGATED
PROCEDURES)
distribution list (Refer MOE Chapter 0.4). Quality Manager shall maintain records
for all amendments.
(2) A list of effective section/pages shall be issued with each revision so each manual
can be checked and kept current. A vertical line in the left margin of each revised
paragraph shall be used to indicate the current revision.
(3) When a revision takes place in any sections/ pages of this manual, the revision
shall be marked by a sequence number ‘1’ as a first revision. If a second revision
in the same sections/pages or different sections/pages takes place, it shall be
marked as a sequence number ‘2’.
1.11.5 MOE Amendments and Distribution
(1) Hard Copy Format
i. Quality Manager shall issue a Manual control number (Refer MOE Chapter 0.4)
to each controlled copy for traceability during distribution of Maintenance
Organization Exposition Manual (MOE).
ii. Quality Manager distributes amended page(s) to all addressees, as per
distribution list along with letter of transmittal for exposition
approval/amendment / approval (Refer MOE Chapter 0.3.1) in two copies.
Reference of the CAAB approval shall be mentioned on Maintenance
Organization Exposition (MOE) cover page.
iii. An amendment is incorporated by inserting new (amendment) page(s) and
replacing existing page(s). Margin line, on left-side, will identify latest revision
on each affected page(s). Each manual holder, upon incorporation of
amendment, shall complete the List of Amendments including Revision
Highlights (Refer MOE Chapter 0.6).
iv. Each holder of Maintenance Organization Exposition (MOE) shall retain copy
of CAAB approval and one copy of letter of transmittal in the beginning of
Manual and another copy of letter of transmittal duly signed by the holder shall
be returned to Quality Manager as acknowledgement for receipt and
incorporation of particular amendment. Previous Manual letter of transmittal
and the obsolete page(s) must be discarded immediately to avoid any
confusion.
(2) Electronic copy Format
Maintenance Organization Exposition (MOE) and Associated Procedures

Manuals are publishing in electronic copy (PDF) format also. Quality Manager
shall arrange in-time updates of MOE electronic copy. Respective Form 4 holder
shall arrange in time updatement of Electronic copy of relevant Associated
Procedure Manual.
1.11.6 Amendment of Company Capability List
Company Capability List amendment procedure is described in Chapter 1.9.3 of this

Manual.
[Part 145.A.70 (a) 11, (b) (c) / GM 145.A.70 (a) 6, 7

Part 145.A.85]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
PART 2, CHAPTER 2.1
Date: 30-05-2023
SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE
2.1. SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE
2.1.1.1 Maintenance Manager is responsible for preselection of potential Supplier and

Contracted Maintenance Organization whenever the need arises.
2.1.1.2 Quality Manager is responsible to perform the evaluation of the pre-selected
Supplier and approve these organizations. A List of Approved Supplier including
scope of Approval in Approved Vendor List (AVL) is kept by the Quality Manager
Document no: EMM/QA/1007.
2.1.1.3 Quality Manager is also responsible to perform the evaluation of the pre-selected
Contracted Maintenance Organization. After the selection by the Quality Manager,
the organization shall require the approval from CAAB to be enlisted in the List of
Contracted Maintenance Organization. A List of Approved Contracted Maintenance
Organization including scope of Approval in Approved Vendor List (AVL) is kept by
the Quality Manager Document no: EMM/QA/1007.
2.1.1.4 GM/DGM, S&MM and Store Inspector is also responsible to preserve a copy of the
Approved Vendor List (AVL) Document no: EMM/QA/1007.
2.1.2 Selection of supplier
2.1.2.1. There are three sources for purchase of Aircraft Spares/ parts/ chemicals and tools.
a) Original Equipment Manufacturers (OEM)
b) Authorized distributors/ vendors of OEM
c) Suppliers other than OEM & their Authorized distributors/ vendors
2.1.2.2. Original Equipment Manufacturers (OEM) shall be selected directly from Aircraft
Parts Catalogue / Power Plant or Component Manufacturers Manuals / ITEM
(illustrated tools & equipment manual) / Service Bulletins (SB).
2.1.2.3. Authorized distributors/vendors of OEM are also treated as an authentic source like
OEM. Such authorization may be permitted through OEM’s website or certificate
issued by OEM. All such agencies are automatically considered as approved
vendor and treated as enlisted supplier. Enlistment and evaluation procedure and
Approval is not applicable for them.
2.1.2.4. Suppliers other than OEM & their Authorized distributors/ vendors are another
source of Aircraft Spares/ Parts/ Components. They are distributors of aeronautical
parts that are authorized by their national airworthiness authorities in the EU, USA,
or Canada or have been accredited or recognized officially to comply with an
acceptable quality standard such as: ISO 9000 series, ASA-100, GAPSA 100, AS
7104, or TAC 2000 and meet the provisions of FAA AC 00-56B. They are initially
enlisted through advertisement. General Manager/Deputy General Manager
(S&MM) will invite that advertisement where aircraft parts and tools suppliers may
participate along with required documents as stated in the advertisement for
enlistment in the List of Approved Suppliers.
2.1.2.5. Moreover, interested authentic aircraft parts and tools suppliers may also apply to
Biman through letter of interest for enlistment without any advertisement. Following
documents need to be submitted by interested suppliers.
a) Application from suppliers or their authorized representatives

b) Letter from supplier in favor of local agent/ Declaration about no agent

Issue: 02
Revision: 02
PART 2, CHAPTER 2.1
Date: 30-05-2023
c) Filled and signed original copy of Biman QA questionnaires (EMM/QA/1401)

along with the referred manual.
d) Valid Approval Certificate (ISO 9000 series, ASA-100, GAPSA 100, AS 7104, or
TAC 2000 and meet the provisions of FAA AC 00-56B)
e) Clear copy of National ID of local agent (If applicable)
f) Income Tax certificate latest copy of local agent (If applicable)
g) Valid Trade License of local agent (If applicable)
h) List of Airlines/AMO/MRO to whom the supplier supply materials.
2.1.3 Evaluation Process of Supplier Enlistment
2.1.3.1. Initial supplier enlistment evaluation shall be done by GM/DGM, Stores & Material
Management Division with scrutiny of the documents received from interested
supplier(s).
2.1.3.2. After initial evaluation, GM/ DGM, S&MM send the supplier(s) information along
with submitted documents to Maintenance Manager in a completed Evaluation
form for acceptance.
2.1.3.3. After acceptance, Maintenance Manager or GM/ DGM, S&MM send the supplier(s)
information along with submitted documents to Quality Manager for final evaluation
and approval.
2.1.3.4. Quality Manager, upon receipt of request from Maintenance Manager /General
Manager (S & MM)/ Deputy General Manager (S&MM), shall forward it to Deputy
Chief Engineer (Quality Assurance) for initial evaluation. Deputy Chief Engineer
(Quality Assurance) shall evaluate information provided by potential supplier.
2.1.3.5. If the Quality department requires any additional information about the supplier, the
relevant person (representative of GM/ DGM, S&MM) must act accordingly.
2.1.3.6. Subsequent to evaluation by the Deputy Chief Engineer (Quality Assurance) along
with recommendation, supplier’s data shall be forwarded to Quality Manager for his
approval.
2.1.3.7. The supplier shall be assessed in every 24 months.
2.1.4 Approval of Supplier
2.1.4.1. Once approved, the qualified supplier shall be added to the List of Approved
Supplier in Approved Vendor List (AVL) Document no: EMM/QA/1007, maintained
by Quality Manager to control over suppliers. Copies shall be sent to Maintenance
Manager and GM/ DGM (S&MM). This List of Approved Supplier in Approved
Vendor List (AVL) Document no: EMM/QA/1007 shall be updated once in every six
months. In between the period if any new supplier is enlisted, then new supplier will
be awarded a letter from Quality Assurance until the next revision of the list is
updated.
2.1.4.2. Records for particular supplier shall archive three years from the date, on which last
services were provided by the suppliers. Deputy Chief Engineer (Quality
Assurance) shall archive following as records for each approved supplier:

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
PART 2, CHAPTER 2.1
Date: 30-05-2023
a) Filled and signed original copy of Biman QA questionnaires and analysis of

feedback on questionnaire received from supplier along with the referred
manual.
b) Copies of Applicable Approvals / Certificates.
2.1.4.3. Respective section under GM/ DGM, S&MM shall also archive the following as
records for each approved vendor:
a) Application from suppliers or their authorized representatives
b) Letter from supplier in favor of local agent/ Declaration about no agent
c) Filled and signed original copy of Biman QA questionnaires (EMM/QA/1401).
d) Valid Approval Certificate (ISO 9000 series, ASA-100, GAPSA 100, AS 7104, or
e) Clear copy of National ID of local agent (If applicable)
f) Income Tax certificate latest copy of local agent (If applicable)
g) Valid Trade License of local agent (If applicable)
h) List of Airlines/AMO/MRO to whom the supplier supply materials.
i) Copy of the latest List of Approved Supplier in Approved Vendor List (AVL)
Document no: EMM/QA/1007.
2.1.5 Monitoring of Suppliers
2.1.5.1. Respective Manager under GM/DGM, S & MM shall generate feedback through half
yearly report on objections / discrepancies raised by Stores Inspectors. They shall
provide this feedback to the Deputy Chief Engineer (Quality Assurance). This report
shall state the performance of the supplier which shall include but not limited to:
i. Valid Approval Certificate (ISO 9000 series, ASA-100, GAPSA 100, AS 7104, or
ii. Total Spares supplied
iii. Performance of the supplier in relation to Lead Time
iv. Failure rate or reliability of supplies.
v. Comparison of Price with other suppliers, if applicable.
vi. Exchange/ loan support AOG support and
vii. Warranty claim results or action taken, if any
2.1.5.2. Deputy Chief Engineer (Quality Assurance) shall follow and update
vendors’/suppliers’ qualification recurrently by reviewing their Approvals and
feedback from Stores & Material Management. Quality results of suppliers serve to
maintain or withdraw vendor qualification. Deputy Chief Engineer (Quality
Assurance), shall recommend, to Quality Manager whether certification of a vendor
shall be maintained, withdrawn, or suspended on the basis of past performance
analysis and recommendation of the OEM/Authorities to exclude any
vendor/supplier.
2.1.5.3. Quality Manager may limit, suspend, or revoke the approval, through a letter to the
concerned vendor / supplier. Ultimately name of the organization will be withdrawn

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
PART 2, CHAPTER 2.1
Date: 30-05-2023
from the List of Approved Supplier in Approved Vendor List (AVL) Document no:
EMM/QA/1007.
2.1.5.4. Copies of the letter shall be sent to Maintenance Manager and DGM/GM (Stores &
Material Management) and Deputy Chief Engineer (Quality Assurance) for action /
information / record purposes.
2.1.5.5. The Quality Manager is responsible for ensuring that all vendors/suppliers are
subject to periodic review in every 24 months. The review period shall take into
account the nature of the product or service supplied and relevant information
pertaining to historical performance. In case of a lot of findings found during
cooperation with supplier, additional evaluation should be conducted. This
evaluation may be limited to a questionnaire to the suppliers, a desktop evaluation
of the vendor’s/supplier’s procedures or an on-site Audit, if deemed necessary.
2.1.5.6. Access to supplier’s facility for audit shall also be arranged by Quality Manager with
prior notification to concerned supplier if required.
2.1.5.7. Quality Manager shall provide access to Approved Vendor List and Purchase
Order, whenever deemed necessary by the Competent Authority.
2.1.6 Component Services Program (CSP)

Component Services Program (CSP) is component exchange program between
Boeing and Biman. Boeing created the CSP as a low-risk method for airlines to
reduce airplane maintenance costs and reduce ground time. The program provides
24-hour access to a dedicated inventory pool of selected high-value, dispatch-
critical components, such as avionics, actuators, and precision mechanical
assemblies. The program is available to operators of 737-800, 787-8/9 and 777-
300ER.
2.1.6.1. How the CSP works
Under the Component Services Program, a replacement part is ready for shipment
within 24 hours of receiving an order from operator, enabling an operator to replace
a faulty unit quickly and easily without having to maintain its own large inventory.
Boeing manages the repair of the faulty unit to airworthy condition, upgrades it to reflect
the latest design changes, and returns it to the exchange inventory pool, available for
the next customer request.
In this program, Biman maintains a customized spare parts list (CSPL) based on
mean time between unscheduled removals (MTBUR), fleet size, maintenance base
locations, and airplane turnaround time etc. The CSPL includes dispatch-critical
parts and both avionics and non-avionics LRUs in recommended quantities to
support Biman’s dispatch reliability requirements. Biman maintains separate lists for
each of 737-800, 787-8/9 and 777-300ER type aircraft. The lists are available in the
office of Manager (Stores).

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
PART 2, CHAPTER 2.1
Date: 30-05-2023
2.1.6.2. Benefits of CSP to Biman

 Reduced provisioning and inventory holding costs.
 Reduced lead times.
 Around-the-clock airplane-on-ground (AOG) support.
 Improved financial and forecasting performance.
 Better management of the component repair cycle.
2.1.7 Enlistment and Evaluation Procedure of Maintenance Repair Organizations

(MROs)/ Repairing Agency (Contracted Maintenance Organization)
2.1.7.1. OEMs, their distributors and aircraft manufactures are automatically considered as
approved vendor and treated as enlisted MRO. Enlistment and evaluation
procedure (Selection Procedure, Approving Procedure) is not applicable for them.
2.1.7.2. It is a policy guideline to select an agency for overhaul or repair of Biman aircraft
components or parts other than Engine, APU, Propeller and Landing Gear.
2.1.7.3. Selection Criteria of Contracted Maintenance Organization for Overhaul or

Repair of Aircraft Components or parts other than Engine, APU, Propeller and
Landing Gear:
Any aircraft component or part repair/ overhaul agency shall be eligible to apply for
repair/ overhaul or exchange of components of Biman aircraft provided it fulfills the
following selection criteria:
1. Air Agency Certificate: Shall have valid Approval Certificate(s) of Federal Aviation
Agency (FAA) and or European Aviation Safety Agency EASA.
2. Approval from Local Regulatory Authority: Shall have Local Regulatory Authority
Approval.
3. Capability list: Shall have current capability list accepted by FAA/ EASA.
4. Following is the list (not exhaustive) of documents to be submitted to Quality
Assurance with application for enlistment.
i. Copy of Maintenance Organization Exposition or equivalent Document

ii. Current capability list of repair agency accepted by FAA/ EASA with amendment
procedure and record of revision.
iii. List of certifying staff with their authority and specimen signature.
iv. A sample copy of shop report / tear down report to be submitted to ensure
wheather details of the used parts Colum is included or not.
v. List of authorized personnel with specimen signature, who will certify the invoice
of the repaired components.
vi. Copy of valid MROs certificate with operation specification or approval
schedule.
5. Before being enlisted, the agency to obtain CAAB approval.
Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
PART 2, CHAPTER 2.1
Date: 30-05-2023
6. Components and parts must be shipped in suitable containers that provide

protection from damage and when specified by the OEM, ATA-300 or equivalent
containers shall be used.
7. Maintenance Standard: The Agency shall return equipment with a workshop report
indicating part number, serial number, type of service performed, major parts
replaced, any service bulletin or airworthiness directives accomplished, the name of
the technician who performed the work and the name of the inspector who
inspected the work. One original copy of the workshop report shall be attached to
FAA 8130-3/ EASA Form 1 as appropriate and return with the unit and another
copy shall be sent with the invoice.
8. Component release Document: Shall furnish following document with each
component after Repair/ Overhaul:
i. Airworthiness Approval Tag FAA 8130-3 or EASA Form 1
ii. Incoming Inspection findings
iii. Pretest findings where applicable.
iv. Teardown evaluation/ Shop-report including details of parts used
v. Work scope
vi. Applicable Service Bulletin (SB) and Airworthiness Directives (AD)
vii. Final Test Report and detailed Shop Report, if applicable
2.1.7.4. Approving Procedure of Contracted Maintenance Organization for Overhaul

or Repair of Aircraft Components or parts other than Engine, APU, Propeller
and Landing Gear:
1. MRO selection committee shall review the available applications from MRO.
2. After reviewing application, if it is accepted by the committee, Biman may send a
team consisting of at least two officials to the servicing agency to inspect their
facilities. Finally, the team shall submit an inspection report to the committee.
3. If the audit/evaluation finds the repair/ overhaul agency as acceptable, the selection
committee shall endorse the application for approval of the repair/ overhaul agency.
Biman shall make necessary arrangement to finalize the Agreement with the
agency.
4. The Secretary of the MRO Selection Committee will advise the agency to obtain
CAAB approval. After obtaining CAAB approval and fulfilling all the requirements for
enlistment the agency may be accepted by Director Engineering & Material
Management for being enlisted in repair/ overhaul of Biman parts.
5. After acceptance, Maintenance Manager will send the name of the Contracted
Maintenance Organization along with CAAB Approval and Schedule to the Quality
Manager to include the name in the List of Approved Contracted Maintenance
Organization in the Approved Vendor List (AVL).
6. The name of the repair/ overhaul agency will be included in the List of Approved
Contracted Maintenance Organization. The final list shall be included in the List of
Approved Contracted Maintenance Organization by the Quality Manager. Every
time the list is modified same shall be brought to the notice to CAAB.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
PART 2, CHAPTER 2.1
Date: 30-05-2023
7. Quality Assurance as well as Stores & Material Management shall preserve

the records for Contracted Maintenance Organization until three years from the
date, on which last services provided by the Contracted Maintenance Organization.
Following is the list (not exhaustive) of documents:
i. Copy of Maintenance Organization Exposition (MOE) or equivalent Document.

ii. Copy of the CAAB Supplement MOE (if applicable).
iii. Copy of the CAAB Approval and Schedule
iv. Current capability list of repair agency accepted by FAA/ EASA with amendment
procedure and record of revision.
v. List of certifying staff with their authority and specimen signature.
vi. A sample copy of shop report / tear down report to be submitted to ensure
weather details of the used parts Colum is included or not.
vii. List of authorized personnel with specimen signature, who will certify the invoice
of the repaired components.
viii. Copy of valid MROs certificate with operation specification or approval
schedule.
2.1.7.5. Monitoring of Contracted Maintenance Organization for Overhaul or Repair of

Aircraft Components or parts other than Engine, APU, Propeller and Landing
Gear:
1. GM/DGM/Manager from Stores & Material Management shall generate a half yearly
report, stating performance of the agency/organisation which shall include but not
limited to:
i. Performance of the agency in relation to TAT
ii. Failure rate or component reliability.
iii. Comparison of costs of repair with other agencies, if applicable.
iv. Exchange/ loan support AOG support and
v. Warranty claim results or action taken, if any
2. GM/DGM/Manager from Stores & Material Management, upon preparing the report
along with the latest documents as per 2.1.7.4 7 (i) to (v) & (vii) from each of the
agency/organization, shall submit to the Deputy Chief Engineer (Quality
Assurance)/Principal Engineer (Audit).
3. Upon receipt of the report from Store & Material Management, Dy. Chief Engineer
(Quality Assurance)/Principal Engineer (Audit) shall prepare a Quality report stating
performance of the repair agency which shall include but not limited to:
i. QA observation about the performance of repair stations during the preceding
year.
ii. Reports on airworthiness audit/evaluation performed by audit section of QA.
iii. Report of Store & Material Management.

Issue: 02
Revision: 02
PART 2, CHAPTER 2.1
Date: 30-05-2023
4. Quality results of Contracted Maintenance Organization serve to maintain or

withdraw the name from the list and to extend the validity if CAAB Approval is
remain valid. Dy. Chief Engineer (Quality Assurance)/Principal Engineer (Audit),
shall recommend, by means of the Report, to Quality Manager whether enlistment
of a Contracted Maintenance Organization shall be maintained, withdrawn, or
suspended on the basis of past performance analysis.
5. Quality Manager may limit or withdraw the name from the List, through a letter to
the concerned vendor / supplier.
6. Copies of the letter shall be sent to DGM/GM (Stores & Material Management) and
Dy. Chief Engineer (Quality Assurance)/Principal Engineer (Audit) for action /
information / record purposes.
7. The Quality Manager is responsible for ensuring that all contracted Maintenance
Organisations are subject to periodic review in every 24 months. The review period
shall take into account the nature of the product or service supplied and relevant
information pertaining to historical performance. In case of a lot of findings found
during cooperation with supplier, additional evaluation should be conducted. This
evaluation may be limited to a questionnaire to the suppliers, a desktop evaluation
of the supplier’s procedures or an on-site Audit, if deemed necessary.
8. Quality Manager provides access to Approved Vendor List and Repair Order,
whenever deemed necessary by the Competent Authority.
9. Access to Contracted Maintenance Organization facility for audit shall also be
arranged by Quality Manager with prior notification to concerned vendor if required.
2.1.8 Control of Subcontracted Maintenance
Currently Biman AMO have no subcontracted organization.
[Part 145.A.42 (a) / AMC 145.A.42 (a)

Part 145.A.70 (a) 12, 14, 16
Part 145.A.75 (b) / AMC 145.A.75 (b)]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022
ACCEPTANCE / INSPECTION OF AIRCRAFT COMPONENTS AND MATERIALS
FROM OUTSIDE CUSTOMERS
2.2 ACCEPTANCE / INSPECTION OF AIRCRAFT COMPONENTS AND MATERIALS

2.2.1 Responsibilities
Stores Inspector under direct supervision of Maintenance Manager is responsible

for performing Receiving (incoming) Inspection of all arriving aeronautical products
(Aircraft Component, Parts & Material) and tools & test equipment from OEM,
approved suppliers, contracted maintenance organisation and Customer. Upon
inspection if satisfied they are responsible for accepting those products and issuing
necessary Labels/Tags. Then they will file all receiving accepted documents
(originals or copies as define in this procedure) and preserve. They are also
responsible of making entries of all receiving data, including shelf-life data into the
register /computer database.
2.2.2 Receiving Inspection Procedure
2.2.2.1 Receiving of parts and material & conformity
In order to determine conformity for an incoming aircraft component / part &

material, Stores Inspector, shall mainly follow the inspection procedure provided as
under:
(1) Visual inspection shall be performed of packing for possible damage occurred
during transportation. In case of damaged packaging, aircraft component, spare
parts, materials, tools and test equipment shall undergo a more detailed
inspection or quarantined for investigation.
(2) Conformance of aircraft component/spare parts/materials/tools/test equipment
with accompanying documents and Purchase/Work Order such as
Nomenclature, Part Number, Serial Number, quantity, life status, maintenance
performed (i.e., inspection/modification/ repair/overhaul), etc.
(3) For Life Limited Parts (LLP), back-to-birth history must be checked, and
component shall be accepted only when record is complied with the
accompanying documents.
Note: During LLP installation, Maintenance engineer ensures that
- no used life-limited part is installed on an aeronautical product unless the
part meets the standards of airworthiness applicable to the installation of
life-limited parts.
- The technical history of the part is available to demonstrate the time in
service, and its life has not been exceeded
(4) Endorsement of delivery documents specified in the Purchase/Work Order
(Certificate of Conformity, Inspection /Test report, etc.).
(5) Evaluation of the delivery documents not specified in Purchase/Work Order
(conformity to Biman AMO specification for such products shall be assessed).

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022
(6) All engines, APU, Landing Gears, and Fan/Thrust reverser cowl are inspected
jointly by the Stores Inspector, member(s) from operator/CAMO and
maintenance engineer(s) nominated by Maintenance manager. Stores Inspector
issues a serviceable tag if the part fulfils all requirements along with satisfactory
inspection report by the team.
2.2.2.2 Categorization of Components/ Material for Acceptance:
Aircraft and associated spares received by Bangladesh Biman are divided into two
categories.
a. Category ‘A’: Items requiring physical and document inspection by store
inspection section.
i. Rotable Components.
ii. Repairable Components.
iii. Shelf Life Items.
iv. Brand New Components from Approved Sources.
v. Second Hand Components from Approved Sources.
vi. Fire Protection Equipment.
vii. Unpacked Rubber Items.
viii. Raw Materials i.e. sheet metal, tubing, bar stock, airborne oxygen breathing
equipment etc.
b. Category ‘B’: Items requiring a detailed check of documentation and a minimum

check of individual items by stores inspectors. These are consumable parts i.e.
bolts, nuts, washers, fasteners, packed seals and rubber items.
Note: LOOSE OR UNPACKED ‘O’ RINGS ARE CATEGORY ‘A’ ITEMS.
2.2.2.3 Record keeping of received parts and material
(i) Aeronautical products are received by Foreign Receive Section (F.R.S.) of Stores &
Material Management Division. Then FRS enters the part details in ‘Store Inward
Book (S.I.B.)’ and then index the invoice after cross checking with the
purchase/work order. After that FRS shall partially fill up the information in the
Serviceable Tag with (a) Part Name (b) Part Number (c) Serial Number (if
applicable) (d) Purchase Order Number/ Work Order Number (e) Servicing Agency
and (f) Quantity. The part then shall be passed into Stores Inspection Section along
with all relevant documents i.e. Airway Bill, Commercial Invoice, Copy of Purchase
Order/Work Order, Serviceable Tag etc.
(ii) Store Inspection section upon receipt of goods and relevant documents from FRS
shall:
(a). Check for appropriate Airworthiness certificates and ensure that the certificates are
properly filled-in, signed, are acceptable and complies with the Civil Aviation
Authority of Bangladesh’s ANO (AW) B.14 regarding approved documents and
Shop Report (as applicable).

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022
(b). Ensure that the component or part is free from transit damage and is in acceptable
condition.
(c). Ensure that the goods confirm with the purchase order/ work order and the
accompanying Airworthiness Certificates.
(d). Make sure that the part is correctly blanked and prepared for storage.
(e). All Aircraft components, parts, materials, consumables are only be obtained from
approved sources and all these components, parts, materials, consumables
received from abroad must be accompanied with appropriate Airworthiness
certificates.
(f). In case of component item supplying agency must provide the following certificates-
- FAA/EASA Certificate
- C of C / OEM Certificate
- Distributor Certificate
- Traceability Certificate
- Shop Report
- ATA-106 Certificate (if applicable)
(g). In the case of consumable items supplying agency must provide the following
certificates –
- C of C / OEM Certificate
- Distributor Certificate
- Traceability Certificate,
- ATA-106 Certificate (if applicable)
(h). In the case of hardware and raw material supplying agency must provide the
following certificates-
- C of C of Supplier
- OEM Certificate
- Batch / Lot No
- Anti-Corrosion Certificate
- Fire Resistance Certificate etc
(i). All used and surplus parts should have the Traceability and ATA-106 Certificate
along with other airworthiness certificates.
(j). In case of hardware and raw material (e.g. extrusions, sheet or bar stock) a
statement of conformity or certification test should be retained by concern
department.
(k). In case of Upholstery Fabric & Carpet –Flammability Test Certificate (Test Method
FAR/CS 25.853) required (additional).
(l). Checklist sheet (Form no: EMM/LB/4153) for Acceptance of Aircraft Components,
Parts & Materials.
(m). Stores Inspection Section upon receipt of components/parts from in-house
Overhaul Shop through RSP&S section:
(i). Ensure CAAB Form-1 and the relevant work order is properly filled-in and
signed.
(ii). Tally CAAB Form-1 and the relevant work order, Serviceable Tag with
physical component’s part name, part number, serial number and general
condition etc.
(iii). Make sure that the part is properly blanked and prepared for storage.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022
2.2.2.4 Data entry in register by receiving inspector

(i). When stores inspectors are satisfied with MOE 2.2.2.3 (i), they make the entries in
the Inspection Register quoting (a) Date of Inspection (b) Import No./AWB No./ SIB
No. (c) Nomenclature and Serial Number, (d) Quantity, (e) Name of Supplier, (f)
Goods Receipt Number (GRN) (g) Stock Room Number, (h) Rack Life. Then they
put section stamp on each document and will write respective GRN in specified
space.
(ii). For in house repair of components stores inspectors make the entries in the register
quoting (a) Date of inspection (b) Nomenclature (c) Serial Number (d) Quantity (e)
Name of supplier (f) Work Order Number (g) G.R.N. (h) Stock Room Number (I)
Rack life. Then they put section stamp on each document and will write respective
GRN in specified space.
2.2.2.5 Issuance of Serviceable Tag

(i). Stores Inspectors upon satisfactory inspection shall fill-up the Serviceable Tag for
the following: (a) Tick the appropriate box for new/overhaul/repair/modified/shop
check, (b) Shelf life (c) GRN and Date (d)
T.S.N./T.S.O./C.S.N./C.S.O./D.O.M./Warranty - if applicable, and sign the tag
mentioning their authority number and date. The goods and the invoice, airway bill
etc. along with the tag, then, shall be handed over to Foreign Receive Section
(FRS) for raising Receipt Voucher (RV) and onward handing over to appropriate
store.
(ii). For in house repair of components stores inspectors shall fill-up the Serviceable
Tag for the following: (a) Tick the appropriate box for overhaul/ repair/ Modification /
Shop check (b) Shelf life (c) G.R.N. and Date (d) T.S.O./ T.S.N. and sign the tag
mentioning their Authority Number and Date. The components/ parts along with the
serviceable tag shall be handed over to RSP&S Section who in their turn then shall
fill-up the Stock Return Voucher (SRV) and hand-over the components/ parts to the
appropriate store.
2.2.2.6 Calculation of Self-life

(i). Shelf life shall be calculated from the date of issuing of Airworthiness Certificates.
(ii). For goods received from abroad after initial procurement or overhaul or repair or
modification or functional test (shop check) etc. the Stores Inspectors shall allocate
and quote the shelf expire dates on the serviceable tags. For items overhauled or
repaired by in-house Overhaul Shop, the shelf life dates are given on the CAAB
Form-1 issued by the workshop, which shall be copied in serviceable tags by stores
inspectors.
(iii). Where vacuum packing has become ineffective due to leakage of the polythene
sleeve the non-vacuum packed shelf life will apply.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022
(iv). For the establishment of shelf lives of components, the approved components shelf
life list of the applicable aircraft type or vendor/ manufacturer recommendations
shall be consulted. For this Request letter for shelf life limit shall be forwarded to
concern section of Engg Services through DCE (ES) by Store Inspector.
2.2.2.7 Airworthiness determination during receive inspection
(a) Component airworthiness shall be evident when an Authorized Release Certificate

is being presented with the aircraft component, such as:
(i) EASA Form 1 for aircraft component provided as NEW from Original Equipment
Manufacturer / OEM authorized vendor. CAAB Form 1 or EASA Form 1 as
equivalent shall be accepted for used components from Part-145 Approved
Maintenance Organization.
(ii) FAA 8130-3 for an aircraft component provided as NEW from Original Equipment
Manufacturer/ OEM Authorized Vendor. CAAB Form 1 or FAA 8130-3 as equivalent
shall be accepted for used components from FAA Part 145 Approved Repair
Station that is also part 145 Accepted organization.
(iii) An aircraft component or aircraft material is supplied from a country specified in the
First Column of the table, the document referred to shall, as applicable, be a
document of the kind specified in the Second Column of the table opposite to the
country mentioned in the First column.
COUNTRY EQUIVALENT DOCUMENT

Australia (a) A document identified as a “Release Note” (Form CASA DA 1) and which
contains a statement to the effect that the Release Note is issued under
the authority of a Certificate of Approval granted by the Secretary to the
Department of Aviation and notes the approval reference number of that
Certificate; or
(b) In the case of an aircraft engine or aircraft propeller:
An appropriate Log book in which all entries required by Air Navigation
orders have been made.
Bangladesh A document identified as an “Authorized R e l e a s e C e r t i f i c a t e ”, C A A B
Form-1, (previously known as Release Note) issued by the supplier who
shall be approved by the Chairman, for the manufacture, overhaul or
stocking and distribution of such items. The document must quote the
authority or reference number of the CAAB approval.
Canada A document identified as the “Authorized Release Certificate”, Form One
(previously known as TC24-0078).
China A document identified as “Authorized Release Certificate” or
“Airworthiness Approval Tag”.
India A document identified as a “Authorized Release Certificate”, CA Form 1,
which have been issued under an approval granted by the Indian Director
general of Civil Aviation and quotes the reference number of that
approval.
Member A document i d e n t i f i e d a s “ Authorized R e l e a s e C e r t i f i c a t e ” ( EASA

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022

Countries of Form 1) issued by or on behalf of the respective NAA under reference.
EASA
Japan (a) In the case of aircraft engines, propellers, and other major aircraft
component for which there is:
(i) a valid Certificate of Type Approval in effect; and
(ii) a valid Airworthiness Certification issued by—
(aa) in the case of new items — the manufacturer; or
(bb) in the case of overhauled items — an approved
repair station,
(cc) - a Japanese Ministry of Transportation 'Form TCF 60-
2 Certificate of Airworthiness f o r Export’ issued by the
Japanese Civil Aviation Bureau (J.C.A.B),
(b) in the case of:
(i) aircraft components awarded specification approval; &
(ii) survival equipment or oxygen supply equipment for which a
valid Certificate of Type Approval is in effect, or which meets
prescribed inspection requirements of the J.C.A.B— a Japanese
Ministry of Transportation 'Form TCF 60-3“Airworthiness Approval
Tag issued by the J.C.A.B; or
(c) in the case of-
(i) aircraft components not eligible for Form TCF 60-2 or TCF 60-3
certification but which are specifically accepted as airworthy.
(ii) aircraft components used in the manufacture of an
aircraft component eligible for Form TCF 60-2 or TCF 60-3
certification; and
(iii) approved genuine aircraft components made by the aircraft
manufacturer — a Japanese Ministry of Transportation 'Form TCF
60-4' Airworthiness Approval Tag issued by the J.C.A. B
New A document identified as a NZCAA Form 1, issued by or on behalf of the
Zealand NZ CAA under reference.
Pakistan A document identified as a “Authorized Release Certificate” which have
b e e n i s s u e d under a n a p p r o v a l granted by the Pakistan Director
G e n e r a l of C i v i l Aviation and quotes the reference number of that
approval.
USA (a) In the case of FAA Class I Products - a USA Federal Aviation
Administration (FAA) Form 8 1 3 0 -4, Export Certificate of Airworthiness.
(b) In the case of FAA Class II products - a USA FAA Form 81 30-3
Airworthiness Approval Tag.
(c) In the case of FAA Class III products:
(i) a USA, FAA From 8130-3 Airworthiness Approval Tag; or
(ii) a document issued by the manufacturer of the component,
and which contains a certification to the effect that the component
was manufactured under: -
(aa) a Production Certificate granted under USA, Federal
Aviation Regulations (FAR) part 21, sub-part G;
(bb) an FAA Parts Manufacturing Approval (PMA) granted

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022

under USA, FAR Part 21, Sub-part K; or
(cc) a Technical Standard Order (TSO) authorization granted
under USA, FAR part 37, Sub-part A.
(d) In the case of any aircraft component a document issued by an
FAA certificated Repair Station, and which quotes the certificate number
issued to that Repair Station under USA, FAR part 145.
Note: Class I, II and III products are defined in USA, FAR Part 21,
section 21. 321. They are briefly described below:
Class I - a complete aircraft, aircraft engine, or propeller.
Class II - a major component of a Class I product; or any part, material,
or appliance, approved and manufactured under Technical Standard Order
(TSO) system in the "C" series.
Class III - any part or component which is not a Class I or Class II product
and includes standard parts, i.e., those designated in one of the following
series:
Air Force-Navy Aeronautical Standard (AN)
American National Standards Institute (ANSI)
British Standards, Aircraft Series (BS)
Military Standards (MS)
Military Specification (MIL-SPEC)
National Aerospace Standards (NAS)
Society of Automotive Engineers (SAE)
(iv) However, it is to be noted that a document is not a document of a kind for the
purpose unless:
(a). It is the original or a copy issued by the originator.

(b). It identifies the originator; and
(c). It states the quantity of and fully describes each item the document covers, by
name, part number and/or specification and serial number if applicable.
(b) Store Inspector shall contact Maintenance Manager or his representative, if

serviceability of an item cannot be determined by visual inspection or if suspected
that component was mishandled during transportation. If testing capability is
available within Biman, Maintenance Manager shall arrange functional tests and
send back serviceable component with Certificate of Release to Service, issued by
the Certifying Staff holding appropriate Certification Authorization.
(c) Once serviceability is conformed, Stores Inspector shall issue a Serviceable Tag
(Form no. 71/Maint/26A/01) and attach it to the component. Batch/Lot number,
GRN number, shelf-life expiry date and any other technical data shall be recorded
on the registers. If the serviceability / are not confirmed, Store Inspector shall return
the component back with inspection / tests findings to FRS.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022
(d) Customer (other than Biman) shall provide new aircraft components / materials with
traceability, a true copy of authorized release certificate and customer’s own
Serviceable Tag for its own aircraft/aircraft component maintenance. Conforming to
Receiving Inspection, Stores Inspector shall issue a Serviceable Tag for Customer.
Applicable details shall be recorded on receiving stores register. In case of non-
conformity with received documents or if found physically damaged, Store Inspector
shall report discrepancy for further action. Such aircraft component / material,
belong to customer, shall be segregated, and quarantined separately with the
“Discrepancy Report Form” (Ref: EMM/LB/4154) and routed to Quarantine Store, till
the discrepancy is resolved.
2.2.2.8 Segregation of Received Component, Parts & Material
When receiving inspections are completed, items are properly segregated and send
to bonded stores for storage. In this case segregation process is maintained as
follows:
(i) Items are segregated as consumables, components, rubberized, standard &
lubricants-oil-chemicals and are tagged with Serviceable Tag. Small
consumables are segregated with batch number.
(ii) Segregated Items are sent to separate storage location according to their
classification such as consumables, components, rubberized, standard &
lubricants-oil-chemicals for storing where required storage conditions are
maintained.
(iii) All relevant records are strictly recorded and controlled by the Store Inspector.
2.2.2.9 Components/ Materials not Passing Receiving Inspection
(a) Any aircraft components/ materials, which do not meet following acceptance
criteria, shall not pass-through receiving inspection.
(i) Components/Materials not received with required certification as per
MOE 2.2.2.
(ii) Airworthy condition cannot be determined.
(iii) Documentation is either missing or inappropriate.
(iv) Aircraft component shows evidence of physical damage.
(v) Any other condition that renders to un-serviceability of the aircraft
component.
(b) Such components will be labeled/tagged with “Discrepancy Report Form” (Ref:
EMM/LB/4154) and routed to Quarantine Store, until status is cleared.
2.2.3 Quarantine Store:
(a) Aircraft Components/ Materials which are received with inappropriate or

incomplete Airworthiness certificates or with unacceptable documents shall be

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022
properly labeled/tagged with ‘Discrepancy Report Form’ and kept at quarantine

store for six months. Within this period Maintenance Manager or his
representative through Foreign Purchase/ RSP & S section will communicate
with the supplier / vendor for necessary documentation. If the supplier of that
Components/ Materials fails to produce the appropriate Airworthiness
certificates after a reasonable time, not exceeding one year, the Components/
Materials shall be returned back to the supplier through Foreign Purchase/ RSP
& S section.
(b) In cases of incident, accident or major defects, any components or materials
that are being removed from an aircraft and sent for overhaul, but kept for
investigation, shall be quarantined. These components, parts or materials shall
be held in the quarantine store, pending investigation and may only be released
with the approval of Quality Manager.
(c) Inside Quarantine Store, there shall be a clear segregation for aircraft
components declared as ‘QUARANTINED’, material declared as ‘REJECTED’
and aircraft components/ material awaiting their status and marked as ‘UNDER
INVESTIGATION’.
(d) An aircraft component/ material shall be removed from Quarantine Store, when
its status is cleared and ‘Discrepancy Report Form’ shall be closed. Aircraft
component/ material shall be sent to the Store Inspector for inspection. Store
Inspector shall issue a Serviceable Tag for such item. After quarantine if the
status is not cleared items will be returned to the suppliers or turned to scrap
through Foreign Purchase/ RSP & S section.
2.2.4 Inspection for Suspected Unapproved Parts & Notification
Parts & components will be checked for being suspected unapproved parts as per
the requirements of CAAB. When suspected unapproved parts or components are
discovered, the CAAB will be informed with detail information.
2.2.5 Retention of Incoming Parts/ Material Certificates
(a) Original certificates or airworthiness approval tags will be kept in record room of
Store Inspection Section and Store Inspector will issue serviceable Tag against
each accepted part / component.
(b) For the components/parts supplied by customer, the Store Inspector will keep the
copy of the airworthiness approval tag and the original certificate remains attached
on the components/parts.
2.2.6 Rejection of Components/Materials:
(a) Components/ Parts/ Materials which are on receipt found: (a) Damaged, (b)
incorrectly supplied or (c) Not in conformity with the requirements or (d) otherwise
unsatisfactory must be rejected for onward returning to the supplier.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
PART 2, CHAPTER 2.2
Revision: 00
Date: 22-08-2022
(b) Aircraft components / materials, which do not meet the acceptance criteria as per
MOE 2.2.2.2, shall be placed in the Quarantine Store for six months. Within this
period Maintenance Manager or his representative will communicate with the
supplier / vendor for necessary documentation through Foreign Purchase/ RSP & S
section. Any further extension of this period will require approval from Maintenance
Manager. But in no case disputed item will not be kept in Quarantine Store more
than one year. If status of the aircraft components / materials is not cleared after
one year period it must be rejected for onward returning to the supplier through
Foreign Purchase/ RSP & S section.
(c) In case of any aircraft components / materials shows evidence of physical damage
or any other condition that renders to un-serviceability of the aircraft component
must be rejected for onward returning to the supplier through Foreign Purchase/
RSP & S section.
(d) A rejection Form: EMM/LB/4155 (Sample is given in MOE 5.1) shall be raised by
the Store Inspectors giving details for the reason for rejection. The original copy of
the rejection form shall be retained by the Store Inspection Officer and other copies
shall be forwarded to the Maintenance Manager/Manager (Foreign purchase /RSPS
/FRS section) for onward notification to Supplier / in-house Shop and further
necessary action.
[Part 145.A.42 (a) 1, 4, 5 (c) / AMC 145.A.42 (a) (b) (c) (d)
Part 145.A.55 (a)
Part 145.A.70 (a) 12, 14, 16]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.3
Date: 22-08-2022
STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND MATERIALS
TO AIRCRAFT MAINTENANCE
2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND

MATERIALS TO AIRCRAFT MAINTENANCE
Maintenance Manager is responsible for correct storage of aircraft components,

parts & materials. He will carry out frequent surveillance in stores area to ensure
appropriate storage conditions are met and shelf-life items are within validity period.
2.3.2 Storage facilities:
(a) Different types of aircraft parts, components, tires, chemical, rubber, aircraft
seat cover, aircraft carpet, grease, lubricant are kept in Bonded Stores to
support the aircraft maintenance. There are eleven separate area to
accommodate and store of aircraft spare parts.
Facility Area (Sq. ft.)
Bonded Store One 7857
Rubber room One 1054
Bonded Store Two 9150
Rubber Room Two 440
Chemical Room 210
Paint Room 370
Tire Room One 4000
Tire Room Two 2150
Foreign receive area 1010
Quarantine room 150
Unserviceable room 75
BER Room 200
(b) The main store bonded area is air-conditioned, and humidity controlled.
Temperature and humidity are monitored by means of thermometer and
humidifier. Plastic dust exclusion, glass, roller and Thai doors are fitted in the
dispatch and receipt areas serving to prevent both ingress of dust and egress of
conditioned air. Required temperature, humidity, lighting, cleanliness is regularly
monitored and controlled at different areas. All areas are kept neat & clean,
noise controlled and restricted excess.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.3
Date: 22-08-2022
2.3.3 Storage Procedure
(a) All units of the bonded stores shall comply with the storage methods
recommended by manufacturers. General instruction for storage procedures is
as following:
(i) Materials & components kept in the bonded stores areas must be with
serviceable tag (Form no. EMM/ST/6052) signed by Stores Inspector. The
serviceable Tag must have a full description of the item, hours available,
shelf life and the next check due date (where applicable). A detail
procedure for approving person i.e., Stores Inspector to issue serviceable
tag is in Store Inspection Procedure for issuance of Serviceable Tag.
(ii) Every item in the store must be properly identified and stored. That means
every item must have a Bin Card containing the basic elementary data like
part Number, Serial Number/Batch Number, description, name of supplier,
rack & Bin location Number, computer reference etc.
(iii) Storage of consumable material has to be maintained by batch control.
(iv) Storage temperature must be maintained within the manufacturer
recommended range i.e., 59°-77° Fahrenheit and relative humidity of 65%.
Parts are to be stored at least 3 feet from any unscreened source of heat.
Tires should be stored in a cool, dry, dust-free location between 32°F and
104°F (0°C and 40°C). Prolong high storage temperatures accelerate the
aging process of rubber components.
(v) If the serviceable tag is missing / lost from a component it will be
considered unserviceable and must be documented and moved to the
Unserviceable Stores immediately unless issued with fresh tag.
(vi) Unserviceable parts will be stored at a dedicated place (Unserviceable
Stores) for onward dispatch to the concern.
2.3.4 Control of Serviceable Stored Components, Parts & Material
(a) Maintenance Manager will be responsible for arrangement of proper storage

and protection to prevent damage at the warehouses.
(b) Serviceable Components, Parts & Material will be stored in secured and
controlled areas under specified temperature conditions and protected as per
manufacturer recommendations to avoid FOD injection, dust, moisture and
other contaminants. If manufacturer does not give specific instructions, the ATA
300 specification will be followed.
(c) Serviceable items will have the proper Serviceable Tags attached and they will
be traceable to the next higher assembly and work order (for those repaired in
house) and or to the purchase order.
(d) Dangerous goods must be received in the properly identified packages and they
will be stored, preserved, and transported as required by IATA specifications.
(e) The items owned by customers will be stored in a separate location properly
identified as such. They may be labeled/tagged with the customer’s Serviceable
Tag and the applicable Airworthiness Approval Tag.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.3
Date: 22-08-2022
2.3.5 System and procedure to control shelf-life items:
(a) Aircraft components / material with shelf life or Life Limit shall be checked
against their documents upon receipt from vendors / suppliers / workshops.
(b) The expiry date of shelf life is indicated on the Serviceable Tag. Storekeepers
issuing item that are subject to their shelf life must ensure components are
issued in strict rotation and the oldest item first. It is the responsibility of the
stores section personnel to monitor all shelf lived items on a perpetual basis.
(c) Respective In-charge Stockroom shall monitor rack life on monthly basis by
taking printout of rack life record from Computer Database System. This shall
point out items approaching their rack life limit so that, if demanded, In-charge
Stockroom shall issue these items before others
(d) If rack life of an item expires, In-charge Stockroom shall remove that item from
Stockroom and forward it to RSP&S, for onward action.
(e) For consumables, e.g., sealants, adhesives, and special fluids on expiry of rack
life, item shall be removed from Stockroom and same to be disposed of.
2.3.6 Control and Disposition of Shelf-Life items
(a) Proper storage of chemical and shelf-life material will be in identifiable, secured
and in temperature control locations. A physical segregation between
flammable and nonflammable materials will take place.
(b) All stores’ managers or users who stores or use chemicals and shelf-life
material will monitor the due date of such material and will remove from stores
or from the place of use any material with an expired shelf life or any chemical
they have reason to believe its quality may be inadequate due to long storage.
2.3.7 Storage Methods for Electrostatic Sensitive Devices (ESD):
Biman will store the aircraft components and material required special storage
conditions like Electrostatic Devices (ESD) as per required standards and in
accordance with manufacturer specifications.
(i) Physical segregation between ESD and non–ESD materials will take place
to ensure proper storage of ESD parts.
(ii) ESD parts are identified and placed in the rack with ESD protection taken,
handles with special care and shop floor grids are grounded.
(iii) Ensures all ESD parts are only handled using approved ‘earthling
(grounding) wrist straps and conductive desk mats.
(iv) Devises are contained in ESD approved conductive packaging sealed with
conductive tape.
(v) ESD parts are not to be stored on shelving covered with carpet, foam, vinyl
or any other material that can store or produce an electrical charge.
(vi) Appropriate warning and caution signs and decals are placed in areas
where ESD parts are handled; Wrist straps and earthing mats are tested to

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.3
Date: 22-08-2022
ensure conductivity at regular intervals or prior to use, and such test results
are recorded.
2.3.8 Identification, Tagging & Traceability of Serviceable Parts/ Components & Material
Stores and or in use.
(a) All Aircraft components, parts, materials, tools, and consumables are only be
obtained from approved sources and all these components, parts, materials,
consumables received from abroad must be accompanied with appropriate
Airworthiness certificates and serviceable tags.
(b) The following instructions apply to the Stores Personnel and the Users:
(i) For the parts, components, standard parts, raw material and
consumables in the bonded store, the store personnel or the user will
ensure that the appropriate identification tags are attached with parts
before they enter into the stores or before they are issued.
(ii) The certificates of each part, component, standard parts, raw material,
and consumables received from the suppliers are kept in the store
Inspection office record room. After acceptance, it will have the
Serviceable Tag attached as evidence that part or component has
passed the receiving inspection.
(iii) The following certificates (depending on the categories of part,
component, standard parts, raw material, and consumables) are
available with the Stores Inspector and will be made available on
demand.
a) FAA/EASA
b) C of C (Certificate of Conformity)/ OEM
c) Distributor Certificate (if required)
d) Traceability Certificate (if required)
e) Shop Report (for repaired or overhauled item).
f) Color fastness and fireproof certificate (for Carpet and Fabrics).
g) Anti-corrosion certificate (if required)
(c) All purchased parts components and material will be traceable to the
purchase order.
(d) The new part was manufactured under a Parts Manufacturer Approved (PMA)
may be purchase after acceptance from Engineering Services.
(e) All parts and components repaired in house or outhouse will be traceable to
the work order.
(f) All Life Limited parts will have complete historical record traceable to their
previous usage (if not new) and stating the operating and remaining time and
cycles.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.3
Date: 22-08-2022
2.3.9 Storage of Customer’s Aircraft Parts, Component or Material
(a) Customer aircraft parts, component or material will be identified and stored in a
separate location as practical as possible within the bonded storage area,
suitably identified with the customer’s name where required.
(b) All aircraft parts and materials will be suitably tagged prior to storage in the
bonded storage area as per customer requirement.
(c) Customer is responsible for identifying any Customer’s component or material
with the approved shelf life or becomes the subject of an Airworthiness Directive
that would render the component or material as unfit for use on aircraft or
restricts the use of it.
(d) Biman Stores is responsible for removing either shelf-life material or material
that is rendered unserviceable due to Airworthiness Directive requirements,
upon notification by Customer.
(e) Unserviceable parts will be stored at a dedicated place for onward dispatch to
the concern.
(f) On requirement the part will be issued to Certifying Staff after necessary
communication with customer and required documentation.
2.3.10 Issue of Components to the Production
(a) Aircraft parts and materials will only be released from storage when the correct
requisition is raised. On requirement the part will be issued to Certifying Staff
after necessary documentation.
(b) Issue of aircraft spares/ parts from Bonded Stores to the user shall be through
Internal Demand and Issue Voucher Form (Ref: EMM/ST/6051) where following
details must be mentioned:
a) Part name.
b) Part number.
c) Serial number (if applicable)
d) Quantity required.
e) Part needed for the aircraft.
f) Duly certified by the authorized personnel quoting authorization
number for drawing the items.
(c) On receipt of the Internal Demand and Issue Voucher, duty Storekeeper shall
check the Bin Card for stock position, quantity requested & location of the
demand / aircraft spares parts.
(d) If item is available duty Storekeeper shall issue the requested part after
ensuring the oldest items physically available in the bin or items with shortest
shelf life must be issued first and annotate the issue quantity.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.3
Date: 22-08-2022
(e) Duty Storekeeper shall obtain the signature and staff number of the recipient on
the requisition and issue the item along with the Tag and the 4th copy of the
signed Internal Demand and Issue Voucher.
(f) He will also make necessary entry in the bin card for showing balance.
(g) Bonded Stores personnel keep update/record all aircraft spares parts issued
during their duty period both in computerized data base and manual bin card
systems.
(h) Drawing and returning of spares from Technical Store:
i) Required breakdown spare is drawn from Technical Store by placing a

requisition form namely Internal Demand & Issue Voucher in
quadruplicate. The requisition form is filled by mentioning Part name, Part
number, Quantity required and duly certified by the authority holder. User
copy of requisition form may be preserved in respective shop as a record.
On receipt of the requisition voucher, duty storekeeper issues the item
along with serviceable tag (for serialized component). For non-serialized
component/parts storekeeper gives the Good Receive No. (GR. No.)/ the
batch no. on which those parts belonged or was stored.
If the item is not available in the technical store, then the requester
receives a ‘NIL’ voucher and informs the matter to his In-charge. In-
charge preserves the 4th copy of Demand voucher and informs the
concerned section of stores by e-mail with a copy to PE (MSS) and DCE
(BM).
ii) In case of any new set-up item is required to be demanded by internal

demand and issue voucher (form No.-9-35-8C) it is filled in by the
authority holder showing the Part name, Part number and quantity of item
for the particular aircraft including reference of IPC or AMM or CMM or
any other approved document and inform it to In-charge. In-charge
informs to concerned section of Stores & MM by e-mail copy to PE (MSS)
and DCE (BM).
iii) The person receiving the spares from the Technical Store must ensure
that the item is not damaged, properly blanked, correct for use or
otherwise satisfactory. He also ensures that all the relevant data in the
attached SERVICEABLE Tag are available (Part name, Part number,
Serial number, Maintenance Status i.e., Appropriate box for overhaul/
repair/ modification/shop check is ticked, Shelf life, G.R.N, T.S.O./ T.S.N,
sign and authority number of Store Inspector along with date etc.). The
‘Authorized Person’ is ultimately responsible for the receipt of the
component in the satisfactory/acceptable condition.
iv) If for any reason the item is not acceptable, the same must be rejected
and returned to the storekeeper before signing the received column of the
requisition form and reason for rejection is noted at the back side of the
SERVICEABLE Tag quoting the authority number of the person
requested/receiving the item.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.3
Date: 22-08-2022
v) If any item is not used, the same is returned to the technical store along
with the ‘Returned not used item’ form (EMM/ST/6105). The returned
items are received by the In-charge/person on duty of Technical Stores
through SRV (Stock Return Voucher) and one copy of Stock Return
Voucher (SRV) is given back to RSP & S returning the items for their
record.
vi) Consumable Materials/products: Consumable materials/products such as
locking wire, masking tape, cleaning solvent, grease, lubricant etc. are
kept in a designated place in the shop. Normally consumables are not
required to be preserved. If it is unavoidable in some of consumables like
grease, lubricants etc. for that/those cases – Shelf life with GRN
reference is marked over the specific container and a checklist/ record for
the consumables is maintained in each shop and checked that no date
expired item exists in the shops stock.
2.3.11 Unsalvageable Product:
(a) The following types of components should typically be classified as

unsalvageable:
(i) Components with non-repairable defects, whether visible or not to the
naked eye.
(ii) Components that do not meet design specifications and cannot be
brought into conformity with such specifications.
(iii) Components subjected to unacceptable modification or rework that is
irreversible.
(iv) Certified life-limited parts that have reached or exceeded their certified
life limits or have missing or incomplete records.
(v) Components that cannot be returned to airworthy condition due to
exposure to extreme forces, heat or adverse environment.
(vi) Components for which conformity with an applicable airworthiness
directive cannot be accomplished.
(vii) Components for which maintenance records and/or traceability to the
manufacturer cannot be retrieved.
(b) It is common practice for Biman AMO to dispose of unsalvageable components

by selling, discarding, or transferring such items unless certified life limits have
been extended or a repair solution has been approved according to a standard
acceptable to the Chairman, CAAB.
(c) Therefore, while disposing of unsalvageable aircraft components, Biman AMO
tries to take all the precautionary measure to eliminate all the possibility of such
components later being misrepresented and sold as serviceable components.
Caution should be exercised to ensure that unsalvageable components are
disposed of in a manner that does not allow them to be returned to service.
[Part 145.A.25 (d), AMC 145.A.25 (d) 1, 2, 3

AMC 145.A.42 (b) - Part 145.A.70 (a) 12]

Revision: 00
PART 2, CHAPTER 2.5
Date: 22-08-2022
CALIBRATION OF TOOLS AND EQUIPMENT
2.5 CALIBRATION OF TOOLS AND EQUIPMENT

2.5.1 Control on Calibrated Tools and Equipment
(a) Concerned section/shop shall control next calibration due dates for tools and
equipment, requiring calibration in accordance with the equipment/tools
manufacturer’s recommendation/ instruction / data sheet. Concerned
section/shop maintains a Calibration Record Register for this purpose.
(b) All tools and equipment requiring calibration shall be calibrated in-house by
Calibration Laboratory or abroad by a contracted AMOs/MROs/ Accredited
Body selected among the List of contracted AMOs/MROs for component
maintenance (EMM/ST/6002, Refer Chapter 5.1, SL 22).
(c) If the same is not available with the vendor’s Manual then a frequency would
be established from the in-service experience and that would be duly approved
by the Quality Manager which is subject to changes depending on the service
experience or Vendors’ recommendation.
2.5.2 Calibration Process

(a) In-charge of each Shop is responsible to maintain the validity of calibration
status of all the Tools & Equipment used in his shop. A calibration record
register shall be maintained by the In-Charge of each Shop. The register of the
tools / equipment containing with data like Date of calibration, Date of next
calibration, Calibration agency, Calibration charge etc.
(b) In-charge of each Shop will monitor the calibration status as per record register,
call-up letter and or by physical check to make necessary arrangement for re-
calibration of the Tools and Equipment as to be involved by maintaining liaison
with the RSP&S and In-Charge of the Calibration Laboratory.
(c) Measuring Tools/Equipment of the shop will be calibrated from Biman
Calibration Laboratory or any suitable Accredited Laboratory prior to expiry of
the calibration date. Calibration interval will be determined by the user
department based on the use frequency, condition & performance of the
tools/Equipment unless any interval stated by vendor/manufacturer.
(d) Calibration In House (Equipment Verification): If the user of any Tool/
equipment/ test-set of system equipment trained on Tool/ equipment/ test-set
operation, servicing, maintenance, periodic Inspection/ serviceability check/
calibration -alteration/ Adjustment from the OEM of that equipment or If there is
no calibration instruction by Vendor/Manufacturer for Tools and Equipment,
trained on Tool/ equipment/ test-set operation which is not a measuring
tools/equipment such as Decade Box, Test Bench power Supply or any other
locally fabricated Test Bench with fixed meter will be verified with reference
equipment which is accordingly calibrated by Biman Calibration Laboratory or
any other Accredited Laboratory. This verification will be carried out with a
Reference Calibrated Equipment and issue a ‘Certificate of Calibration
Verification’. All record will be kept in house by Shop authority person in a check
list for individual tools/equipment.

Revision: 00
PART 2, CHAPTER 2.5
Date: 22-08-2022
(e) Calibration Process (Abroad): If there is no in-house capability for the calibration
of any tools/ gauge and equipment, the particular item is to be forwarded to
RSP&S section for arranging necessary calibration from OEM or any approved
calibration agencies at abroad. After Calibration is Done by Outside Party,
Calibration Laboratory will keep all relevant calibration documents/ certificates
accompanied by the calibrated equipment/ tools as a record once the
equipment is received after incoming inspection. Finally, they will issue a
calibration label on the basis of the documents (if not already issued) and take
necessary step for regularization of the calibration record.
(f) Calibration/ Adjustment and verification by the concerned user: If the user of
any Tool/ equipment/ test-set of system equipment trained on Tool/ equipment/
test-set operation, servicing, maintenance, periodic Inspection/ serviceability
check/ Adjustment from the OEM of that equipment or, any other means and
the process is mentioned and/or recommended in the concerned Tool/
equipment/ test set manuals/ instruction/ letter of confirmation, then the user
performs the above activities of that Tool/ equipment/ test set. Moreover,
calibration/ Adjustment and verification tasks of that tools/ equipment’s are done
by the user with a Reference Calibration/ Master Equipment and issue a
‘Certificate of Calibration’ for record.
(g) Each certifying staff of the respective location is responsible to ensure that no
calibration expired tools and equipment are used for performance of
maintenance.
2.5.3 Recall of Components/Test equipment

(i) Concerned section/shop maintains the master register for tools, gauges and
test equipment belonging to Biman AMO keeping all the above relevant
particulars requiring for calibration/Inspection including technical
report/Calibration Certificate from calibrator agency for central control. The list
contains the test specification to which the test equipment must be checked and
list of reference Calibrations as per the equipment/tools manufacturers’
instruction.
(ii) Calibration (Inspections, adjustments etc.) of tools and equipment is carried out
periodically in accordance with the equipment/tools manufacturer’s
recommendation/ instruction/data sheet.
(iii) The time limits specified are the maximum permissible; however, any of test
equipment listed may be calibrated at any time in between the limit if the
respective user section considers it necessary to do so to ensure the
accuracy/appropriate functions of the equipment.
(iv) For tools store, a monthly calibration due list of tools/equipment will be prepared
by the in-charge tools store approximately four weeks prior to the expiry date of
calibration.
(v) Concerned section/shop of the tools/test equipment will arrange to forward the
tools/test equipment (vide a letter) to the in-charge calibration lab or RSP&S as
applicable for necessary calibration.

Revision: 00
PART 2, CHAPTER 2.5
Date: 22-08-2022
2.5.4 Record of Calibration document

(i) Following documents to be preserved for each calibrated Tools /Test
equipment available in inventory:
a) Calibration Report including data sheet (if applicable)
b) Last Calibration Certificate
c) Purchase Order / Work order
d) Shop Report/Teardown Report (If applicable)
e) Traceability
(ii) All documents of the calibration (record /certificate) should give complete
information’s / traceability about the calibration tasks provided. The following
information is required to be maintained in the calibration Report of the
Calibrating agency.
a) Identification of the measuring and test equipment,
b) Date of calibration,
c) Result of the calibration,
d) Next Calibration due,
e) Used calibration method,
f) Permissible tolerances,
g) Details in accordance with performed maintenance, if any (repair,
modification, adjustment)
h) Information about any limitations,
i) Identification of the person, who has performed the calibration and
stamped with authority number.
j) Identification of the person who filled the calibration record/certificate.
(iii) All calibration record shall be retained / preserved at least three (03) years
after the next calibration due date.
(iv) After calibration, a Calibration or Inspection Label / Sticker will be attached to it

giving its code-number, the date of the last calibration and the due date for the
next calibration. This is to be signed by an appropriate Certifying Staff. The
specimen of the Label/Sticker is furnished below:

Revision: 00
PART 2, CHAPTER 2.5
Date: 22-08-2022
2.5.5 Procedure for tools found out of tolerance during calibration
Tools found out of tolerance during calibration (In house/Abroad) will be informed to
Maintenance Manager by the concerned shop in-charge for his assessment. In
case of safety concern, Maintenance Manager shall notify the matter to the user
section for further evaluation.
[Part 145.A.40 (a) 1, 2, 3 (b) / AMC 145.A.40 (a) (b) 1, 2

Part 145.A.70 (a) 12]

Issue: 02
Revision: 00
PART 2, CHAPTER 2.6
Date: 22-08-2022
USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE TOOLS)
2.6 USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE

TOOLS)
2.6.1 Purpose
This procedure is to provide guidelines when using tooling and equipment to

service the aircraft and its components at base and line stations. It also gives
guidance and control for use of alternate or locally manufactured tools to ensure
that they meet the intended tasks requirements.
2.6.2 Scope and Responsibility
a) It is the responsibility of the tool user (Certifying staff, Aircraft Technician, Mechanic
etc.) to ensure only approved aircraft tools are used when working on Biman
aircraft.
b) The tool user will inspect the condition of a tool immediately prior to use to ensure
its condition, calibration, and suitability for their intended application.
c) When there is a requirement for specialized tools and equipment which is not
available at base, then this equipment can be procured from the
manufacturer/airlines on loan/lease basis. All tools on loan/lease to Biman must
have supporting documentation to indicate serviceability and calibration, as
required. These documents shall be checked by the Store Inspector on receipt.
d) It is the responsibility of the tool user to finally determine the serviceability status of
the tools and equipment including calibration, prior to use. If the item becomes
unserviceable during use, the item shall be returned to tools store.
e) The responsibility for tools control on aircraft rests with all personnel working in the
aircraft. The Engineer/Mechanic while closing up an inspection area during
maintenance is specifically responsible for ensuring the area is free from foreign
objects, including tools and equipment.
f) It is the responsibility of the contracted Maintenance Organization at Line Station to
control and maintain tools held at their tool store.
g) It is the responsibility of the contracted Maintenance Organization to ensure only
approved aircraft tools are used when working on Biman aircraft.
h) Where specific qualifications are required for the use of tools and equipment, the
arrangements for training are the responsibility of the contracted Maintenance
Organization.
i) It is the responsibly of the contracted Maintenance Organization to monitor the
calibration date for any Precision tools held by them.
j) It is the responsibility of contracted maintenance Organization to keep record of
tools used on aircraft by having their own internal system.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.6
Date: 22-08-2022
2.6.3 Distribution of Tools and Equipment:
a) Biman AMO have the manufacturers recommended tools and equipment to perform
base and line maintenance tasks required by the scope of approval.
b) Required Tools are positioned in the tools store, line stations and at the respective
shops. A Separate Master List of all tools and equipment of Biman AMO are
available with the Tools Store, line stations, Workshop, Standard Laboratory, and
the Support Shops.
c) While performing the job, if any tool(s) or equipment is needed, then these shall be
borrowed from the Tools Store. This borrowing is done by the Certifying
Staff/Support Staff/Technician upon recording his identity to the Tools Store
Borrowing register. It is his responsibility to return all the borrowed tools and test
equipment to the Tools Store as soon as the work is finished.
d) Borrowing tools/test equipment among different shops is controlled by a Loan
Register. The borrower makes an entry in loan register with name, staff number,
designation, date and detail of tools/equipment at every time. The same is
maintained during return of those tools/equipment in loan register.
2.6.4 Serviceability of tools/ Equipment prior to issue
While issuing Tool(s) and/or Equipment, all users shall ensure that (as applicable):
a) It is the correct item for the intended task.
b) It is used in accordance with the supplied or indicated data.
c) It bears an identification number assigned and engraved on it.
d) It is within the ‘Calibration Due Date’ and is in a serviceable condition.
e) It has a ‘passed’ sticker from the standards shop (if applicable).
f) It is in clean condition.
2.6.5 Tooling control
(a) Mechanics have a tool box supplied by Biman AMO tools store, which contains a
set of general tools. The condition and completeness of the tools is checked by the
Certifying staff.
(b) Special tooling is kept in the Tools Store and is issued to staff as and when
required. Each staff receiving a special tool from the Tools Store is responsible to
ensure that this tool / tooling kit is checked for completeness, identification
marking(s), condition and valid calibration as appropriate, prior to being used. Also
each Mechanic is responsible to ensure that it is returned in a complete, clean and
serviceable condition.
(c) Tool boxes of mechanics must be checked by themselves before initial start of
work, and the contents marked with a personalized number and listed in an
inventory list. Upon completion of work he is responsible to check the tool box i.a.w.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.6
Date: 22-08-2022
the initially issued inventory list and to inform any discrepancies to the attention of
the concerned certifying staff.
(d) If the applicable maintenance procedures require the use of special fixtures,
equipment and test sets, these will be made available by the company and used by
the certifying staff.
(e) Each Toolbox issued to an individual has a unique Box name/number with etching
on each tool as per inventory.
(f) The tool user shall ensure the availability of all tools per inventory upon completing
all maintenance activity.
(g) Personally held measuring equipment, which are not subject to re-calibration, such
as steel rules/tapes may be held and used, only to the extent where the approved
data provides for a bi-lateral tolerance specification greater than:
± 0.1 Inches - In respect of steel rules
± 0.2 Inches - In respect of tape measures
(h) Where other such personally held tools may be used for measuring, or quantifying
an inspection subject (for example, timing by stopwatch), the certifying staff or
inspector must pay particular attention to the suitability of the tool against the
specification to which the certification is to be made.
(i) Any missing tools shall be reported to Senior Certifying staff/supervisor and shall be
investigated.
(j) Tool Kits issued to individuals shall carry an updated list of tools, which must be
crosschecked by the individuals at the end of their duty. Monthly inspection of Tool
Kits shall be carried out by a person of authority delegated by the respective section
In-charge, and a record maintained for 3 months to ensure the condition/quantity of
individual check list.
(k) Principal Engineer/Shift I/C or his representative (certifying staff) shall also ensure
the calibration date of tools updated (if any).
(l) A random check of Tool Kits issued to the individuals shall be carried out by Quality
Assurance during their audit.
2.6.6 Hand Tools Handling Procedure
a) Biman will issue tool box with adequate tools as appropriate to an individual to
perform his normal functions.
b) General tools as well as Special tools shall be kept in the Tools Stores for issue
against individual’s name.
c) Care shall be taken that improper or deformed tools are not used on aircraft and
components maintenance and overhaul. To achieve this objective the following
shall be followed:
i. Tools issued to individual and kept in the tools store shall have work life as
appropriate.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.6
Date: 22-08-2022
ii. In case any tools issued to individual becomes deformed or damaged,

Tools Stores will replace the tools at the earliest.
d) Tools Store shall maintain a Hand Tools register showing detailed particulars
including to whom hand tools are issued, name of tools, quantity, date of issue.
e) Tools Store shall forecast a life expired hand tools list periodically and take
appropriate action for procurement and replacement.
f) For lost tools, recovery after a linear rate of depreciation will be permissible.
2.6.7 Tools Kit Issue and Return Procedure
a) Tools Kit is issued for individual Engineering personnel for smooth operation of
aircraft maintenance. In-Charge Tool stores maintain a record of issuing tools for
individual Engineering Personnel. Working life of all hand tools of tools kit shall be
determined on the basis of documents of each hand tools by PE (Service & Audit)
and PE (MSS).
b) At the retirement time or leaving Biman for any other reason, all Engineering
personnel shall deposit their Tools box with tools issued by Biman. No penalty will
be imposed by the management for any sorts of missing tools for the individuals
whose (tools) service life exceeded twenty years. Otherwise, recovery after a linear
rate of depreciation will be permissible.
2.6.8 Training and Control of Personnel in the use of tools and equipment
a) Upon induction of new tooling / equipment, Principal Engineer MSS or the Principal
Engineer of the respective working area, where the tools belong, will notify all the
respective Deputy Chief Engineer. Then concerned Deputy Chief Engineer shall
establish a schedule of training for staff, if required. Principal Engineer MSS or the
Principal Engineer of the respective working area shall be contacted for such
arrangements.
b) In case of tooling / equipment that is already in use, training shall be provided to
maintenance personnel during operation by senior Engineer / Supervisor.
2.6.9 Ground Equipment Maintenance
a) PE MSS will ensure that sufficient numbers of Work Stands, Ladders, Docks,
Service Trolleys, Dollies, Jacks, Scissor lift and Special fixtures are available for the
specific as well as all planned work tasks to be performed and will be inspected at
periodic intervals.
b) Check list (Form No. EMM/LB/4053; EMM/LB/4054; EMM/LB/4055; EMM/LB/4056)
shall be followed for ground equipment maintenance.
c) The PE MSS is responsible to ensure that:
(i) All ground equipment is registered and controlled by use of a ground support
equipment inventory register;

Issue: 02
Revision: 00
PART 2, CHAPTER 2.6
Date: 22-08-2022
(ii) An inspection interval is determined i.a.w. the manufacturer’s specifications;

(iii) On a monthly basis a due list for all ground equipment is issued;
(iv) All ground equipment due for maintenance is returned to the Industrial Shop in
due time;
(v) All maintenance/inspections on ground equipment are performed i.a.w. the
applicable manufacturer’s requirements,
(vi) Records of performed work are appropriately filed in the Industrial Shop.
(vii) All ground equipment is appropriately labeled/tagged to indicate the date of
the last inspection performed the date of the next inspection due;
d) The following checks and inspections, but not limited to, shall be made on a regular
basis:
(i) Ladders and platforms shall be inspected for condition of supports, handrails
and anti-slip coating.
(ii) Special fixtures shall be inspected for condition of weld seams, cables and
protections.
(iii) Hydraulic jacks shall be inspected for leaks and corrosion.
(iv) Large equipment stored outside the hangar must be protected against the
weather.
(v) Tractors, cars and trolleys shall have their braking and propulsion system
checked and serviced, lighting and other systems functionally tested.
(vi) Tow bars shall be inspected for general condition and presence of the
appropriate shear pins.
(vii) Periodic check of the hydraulic mules or rigs shall be performed as per
manufacturer’s recommendations and records of the filter changes shall be
kept.
(viii) Ground Power Units shall be checked for correct voltage and power output, in
addition to the condition of the connector pins.
e) Certifying Staff / Mechanics discovering a defect on any Ground Service Equipment

must fill-in an unserviceable tag and attach it to the unit and inform the concerned
personnel for further action.
Logistic Support Equipment and Tools
Industrial section of Biman AMO provides ground logistic support and equipment for
line and base maintenance work. Industrial Section provides following logistic
support and equipment:
a) Axle jacks for DHC-8-Q400, B737-NG, B787-8/9, B777-300ER and other
aircraft.
b) Main jacks for DHC-8-Q400, B737-NG, B787-8/9, B777-300ER aircraft.
c) Engine Dollies for PW150A, CFM56-7B, GEnx, GE90-115B Engines, Thrust
Reverser dolly of B777 aircraft, Fan case dolly of GE90 and GEnx engine,
Fan case transportation dolly of GE90 and GEnx engine.
d) APU Dollies for DHC-8-Q400, B737-NG, B787-8/9, B777-300ER aircraft.
e) Blower for working area air circulation.
f) Wheels, Wheel Lifter and Axle Jack carriers.
g) Nitrogen carts.
h) Scissor Lifts.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.6
Date: 22-08-2022
i) Wheel Lifter.
j) Aircraft wheel chocks.
k) Trestles, steps, platforms, docks of different size as per maintenance
requirements.
l) Electrical equipment like portable generator, lead board, lead lamp, flood
lights, and other electrical support items Portable Lighting Equipment
m) Mobile Ground Power Unit (AC and DC)
n) Tow Tractor
o) Hydraulic System Charging Rig
p) Lifting Cranes
q) Wheel Change Kit
r) Brake Change Kit
s) R/T system
Controlling of Logistic Support and Equipment
Separate inventory registers are maintained with identification for respective type of
equipment. All equipment is identified by numbers (BG Number/TSP number) which
are engraved or by identification placard on the equipment.
Maintenance of Industrial Support and Equipment
Hydraulic equipment (Axle Jacks, Main Jacks etc.) are maintained as per vendor or
operator’s instruction manual. All other equipment is maintained at a specific
interval and recorded in registers. All gauges are calibrated periodically through
Standard Laboratory.
Electric ARC Welding
Industrial section has in-house Electric ARC Welding facility for fabrication and
repair of logistic support and equipment.
2.6.10 Control and Audit of Tools / Equipment

(a) Those tools and equipment, which are subject to periodic calibration, are controlled
by the respective shop in-charge.
(b) Whenever tools are removed from service, the Standard Laboratory must be
informed by respective user section to remove the tools from the inventory list.
(c) Tool store is responsible to ensure that prior to issue any tools and/or equipment is
checked for completeness, identification marking(s), condition and valid calibration
as appropriate.
(d) The employee taken tools/equipment `has to be recorded in a register where
includes staff identity, tools details like P/N, S/N, etc.
(e) Upon return to the tools store, the tool and/or equipment must again be checked for
completeness and evidence of any irregularity and/or damage.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.6
Date: 22-08-2022
(f) Each mechanic is responsible to check his tool box for completeness after each
Job. In addition Certifying Staff will perform monthly check of the mechanics’ tool
boxes reference MOE 2.4.4 (ii)
(g) The certifying staff who has supervised and inspected the work, is responsible to
ensure that all tools and equipment have been controlled for completeness before
the aircraft is released to service.
2.6.11 Control of Alternate / Locally Fabricated Tools
All tasks shall be performed using proper tools and equipment recommended by the
manufacturers or alternatives of equivalent standard and function. Use of Alternate/
Locally fabricated tools shall be permitted only on genuine conditions like non-
availability of OEM tools, delay in shipments, long lead time, AOG etc. In such
conditions, the alternate/ Locally fabricated tools should be evaluated by the user
department and Engineering Services. If they are satisfied, then the matter will be
brought to the Chief Engineer, Quality Assurance for his concurrent/approval.
2.6.12 Unserviceable Tooling and Equipment
Tool(s)/equipment found damaged or unserviceable or calibration due shall be

returned to Tools Store along with the following:
a) ‘UNSERVICEABLE’ Label attached to it.
b) MISSING/BROKEN/WORN TOOLS REPORTING FORM No. EMM/LB/4405
attached to it.
In-charge Tools Store shall take further necessary action.
2.6.13 Report of Missing or Defective Tools / Equipment

(a) Each missing, defective tools & equipment and / or irregularity must be reported to
the certifying staff immediately.
(b) The responsible mechanics has to fill out and sign a “Missing/Broken/Worn Tools
Reporting Form” (No: EMM/LB/4052, Refer Chapter 5.1, SL 23), which is available
at the Tools Store.
(c) The Certifying Staff of the mechanic must countersign the report.
(d) The Form must then be forwarded to the In-Charge Tools Store or his deputy, who
reviews the occurrence for any additional comments and signature of receipt. The
broken tool should also accompany the report.
(e) A copy of the form will be distributed to the Principal Engineer MSS and Chief
Engineer Production (as applicable) and to Quality Assurance for further
disposition.
(f) Any tool / equipment found not satisfactory is either to be sent for checking, repair,
testing and/or calibration, or placed in Quarantine until further disposition can be
made. Under no circumstances is it permitted for a tool / equipment designated for
Quarantine be used until it has been returned to a satisfactory condition.

Issue: 02
Revision: 00
PART 2, CHAPTER 2.6
Date: 22-08-2022
2.6.14 Scrap Provision for Tools and Equipment
(a) When Repair/Overhaul cost of any Tools/Equipment has become 60% or more of
its purchase value then the repair/overhaul may be declared as Beyond Economical
Repair (BER).
(b) Tools/Equipments found beyond economical repair are considered as scrap. In-
Charge Tools Store/ shop (concerned) shall make scrap tools / equipment list, and
forwarded to concern Principal Engineer for management approval and further
disposition.
(c) Principal Engineer MSS will liaison with RSP&S for raising the appropriate Scrap
Rejection Certificate (SRC) Form [a form of RSP&S].
(d) On the basis of certification of Tools Store & RSP&S section the final decision will
be given by Chief of Quality Assurance.
2.6.15 Procedure for handling Tools/Equipment beyond Economical Repair (BER)

/Declared Permanently Unserviceable:
Definition of BER: When Repair/Overhaul cost of any tools/equipment/test set is

60% or more than the cost of new purchase or considered not to be economical/
justifiable to repair, the item may be declared as Beyond Economical Repair (BER)
or Permanently Unserviceable. If any tool or equipment is found beyond economic
repair, the same is considered as scrap. For Hand Tools, it is considered scrap
after Twenty years or upon its Physical condition.
In-charge, concerned Maintenance Support Shop/Tools store make scrap tools /

equipment list, and forwarded to concern Principal Engineer for management
approval and further disposition and Principal Engineer (MSS) raises a note file for
necessary approval.
After obtaining approval of the note file, concerned Maintenance Support

Shop/Tools store, In-Charge and Principal Engineer (MSS) prepare the
BER/WRITE-OFF form 9-14-91(B) for further necessary action. A register for BER/
Permanently Unserviceable items is also be maintained. (Sample copy of
Scrap/Rejection form shown in Chapter 5)
For consumable tool (Hand Tools) and If any other types of tools are sent to
3rd party and this declaration comes from 3rd party agency without returning
the US tool (to reduce carrying cost), an entry is made in the US / Scrap Tool
record only.
[PART 145.A.40 (a) 1, 2, 3 (b) and AMC 145.A.40 (a) (b) 1, 2.]

Revision: 00
PART 2, CHAPTER 2.7
Date: 22-08-2022
CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES
2.7 CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES
2.7.1 General Facilities and Cleaning
(a) Working Environment including Aircraft Hangars, Workshops and Office

accommodations are appropriately maintained for the task required to be carried
out.
(b) Manager Hangar Complex arranges sufficient cleaning staff required for cleaning of
all areas regularly. He shall ensure that cleaning staff clears all waste bins,
disposes off rubbish at allocated disposal area, sweeps Hangar / Shop floor daily at
prearranged schedule as a part of waste management. Floor area to be cleaned
thoroughly when notified of oil / fuel spill over.
(c) Hangar Facility General Cleaning check list Form No. EMM/LB/4051, (Refer
Chapter 5.1, SL 24) is used for maintenance facility cleaning.
2.7.2 General Wastage and Dust Cleaning
(a) All shops/premises are cleaned every day (Sweeping) and floor is mopped every
alternate day or, as and when required to ensure a safe and clean environment to
an acceptable standard for efficient and safe work accomplishment.
(b) Spillage of cleaning solvent, Oil or Lubricant is strictly monitored. Spillage on floor
is being prevented by using necessary trays, cans etc.
(c) All shop entries are restricted and a completely non-smoking area.
(d) A register / sheet named ‘Check List of Maintenance Facility Document' is
maintained in each section to record the shop mopping, sweeping status.
2.7.3 Hazardous Waste Management
(a) Waste shall be considered as hazardous if it has one or more characteristics /

effects such as corrosive, explosive, oxidant, radioactive, reactive, toxic or
poisonous and more specifically if it harms or may cause a harm to people directly
or indirectly.
(b) Management of hazardous wastes generated during repair/maintenance of
components, fueling / defueling, maintenance, etc. strictly follows regulations
governing treatment, storage, and disposal. Principal Engineer (concerned) shall
develop list of hazardous materials being used /generated in respective section and
safe handling of such material / waste. Maintenance personnel shall be made
aware of hazardous materials handling and disposal.
(c) Locations for collection of hazardous waste in each section (where applicable) shall
be identified / marked, having separately maintained and labeled containers for
each type of waste being generated in that section. Manager Hangar complex /
Respective Shop In-charge shall ensure that containers are being collected from
different sections for disposal through contracted organizations as per country’s
regulations.

Revision: 00
PART 2, CHAPTER 2.7
Date: 22-08-2022
2.7.4 Environmental Safety

(a) Facilities shall remain in a condition that promotes healthy working atmosphere and
proper air-conditioning is provided, where required. Protection from weather
elements such as dust, hail, rain shall be ensured according to requirements.
(b) Manager (concerned) shall ensure that offices, planning and production areas are
illuminated with sufficient light fixtures. Additionally, an emergency / standby
electrical power is supplied in areas where jobs are performed on round-the-clock
basis, or nature of job needs uninterrupted electrical power supply.
(c) All personnel are equally responsible to closely observe environmental safety in the
Organization. An observed environment / safety hazard shall immediately be
notified to Principal Engineer (concerned), who must take an immediate corrective
action. A detailed report shall be sent for taking appropriate preventive measures to
the respective department head with a copy to Chief Engineer (Quality Assurance).
2.7.5 PROCEDURE FOR MAINTAINING CLEAN WORK AREA AND SUPPORTING

EQUIPMENT
All maintenance personnel ensures that the following requirements are met for
establishing congenial and clean working environment:
(a) Work surfaces, staging, ground equipment and work areas are free from
swarm, debris, and loose materials
(b) All components, pipes, electrical plugs, and sockets etc are adequately
blanked. When cutting, drilling, or filing, ensure that adjacent equipment,
components and structures are shielded from flying/falling debris
(c) Test and replenishing equipment are kept clean at all times and hoses
blanked when not in use
(d) Containers are clearly marked with the specifications of their contents
(e) Grease, oil and paint containers are closed at all times when not in use.
Contaminated or suspected compounds are disposed of immediately as per
rule
(f) When closing any boxed area inside the aircraft with panels, fairings, doors,
etc., check for cleanliness and carry out an inspection for loose articles.
Ensure all foreign matters, including tools, have been removed from the
enclosed area immediately after the work is finished
(g) Ensure utmost care is taken in satisfying foreign objects checks prior to
closing fuel tanks, if any fuel tank(s) are opened for maintenance purpose
(h) Each person must ensure that when entering a fuel tank, he empties his
pockets of all loose articles and is always aware of the number of items he
has taken inside with him. If necessary, he shall make a list of these items
(i) An inspection is to be carried out to ensure that any new component fitted is
free from any protective wrapping, blanks or labels used during transit

Revision: 00
PART 2, CHAPTER 2.7
Date: 22-08-2022
(j) Aircraft movement areas are to be kept free from debris, foreign bodies, and
contaminated fluid spillage to avoid damage to aircraft tires
(k) Prior to aircraft being moved, ensure that the cleanliness of the hangar floor
in the movement area have been checked
(l) Any person misplaced, lost or dropped any tools, equipment or hardware,
such as filaments, nuts, bolts, cleaning material, etc. should immediately
carry out a search in the area to recover the item. If this search is
unsuccessful, he must report it to his Supervisor who will conduct his own
search. If this is also unsuccessful, the Supervisor will raise a worksheet
calling up for a further detailed search.
(m) All work space/support shops/hangar facilities are maintained to the
required standards of cleanliness at all time.
2.7.6 ENVIRONMENT CONTROL OF OFFICES AND SUPPORT SHOPS
Line and Base Maintenance office and support shops are air-conditioned, well
ventilated and protected from dust/dirt. User of these areas shall pay utmost
attention to maintain the highest standards of cleanliness and to make all areas
safe from hygienic point.
PE (BM) and PE (Shift/Line Station/Cabin) monitors and ensures the cleanliness of

the areas under his control in hangar, workshops and support shops respectively.
Each area should be inspected periodically to ensure that:
a) Cleanliness standards mentioned in Procedure Manual of each shop/area is

maintained as per requirement
b) All serviceable parts are stored correctly
c) All unserviceable parts are labeled and segregated
d) All equipment is cleaned and deployed correctly
e) All waste and scrap materials are removed promptly from working area
f) All latest revisions of technical information are available and are in good
condition
g) All access stands / docks are clean and free of debris
h) All waste bins / drip trays are emptied as required
i) All tools are calibrated, cleaned and maintained in good order
j) All hoses and cables are correctly stored
k) All fire precautions procedures are observed
l) All work areas are adequately illuminated.
[PART 145.A.25 (c) 2, 145.A.65 (b)

AMC 145.A.25 (a) 2 (d) 1]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.8
Date: 22-08-2022
MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT/AIRCRAFT
COMPONENT MANUFACTURERS‘ INSTRUCTIONS INCLUDING UPDATING AND
AVAILABILITY TO STAFF
2.8 MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT/AIRCRAFT COMPONENT

MANUFACTURERS‘ INSTRUCTIONS INCLUDING UPDATING AND AVAILABILITY TO STAFF
a) Production Planning Manager is responsible to receive all maintenance data for Biman fleet
from the aircraft or component manufacturer’s approved service or web service
(e.g.MyBoeingfleet.com) . In this regards, Technical library shall be the central receiving
point for all Maintenance data. In charge, Technical library shall be provided all the
documents on behalf of Production Planning Manager.
b) In-charge, Technical Library shall ensure reception and availability of current version of all
documents and/or data for example- Airworthiness Rules/Regulation/Requirements of
CAAB; Service Bulletin (SB), Service Information Letter (SIL), and other Technical
Literatures namely-Aircraft Maintenance Manual (AMM), Illustrated Parts Catalog (IPC),
Wiring Diagram Manual (WDM), Trouble Shooting Manual (TSM), Fault Isolation manual
(FIM), Component Maintenance Manual (CMM) etc. He shall also ensure reception and
availability of other manuals/documents from external sources for example other regulatory
authorities, Boeing, Airbus, Bombardier and other manufacturers/vendors etc).
c) Production Planning Manager is responsible to receive necessary customer/operator

maintenance instruction/work order/work package (in the form of AMP Task/Engineering
Orders), to prepare maintenance task card(s) and to ensure execution of the entire
applicable maintenance task (schedule, unscheduled, mandatory I.O, M.O, and R.O. etc.) of
each aircraft/customer aircraft and any other directives received from Customer/Operator
within the specified time. If the customer/operator provides the Task Card then those are to
be used as maintenance Instructions.
2.8.2 Control of information

(a) Technical library
Biman AMO holds and uses applicable current maintenance data for the performance of
continuing airworthiness tasks. In this regards, a technical Library is established and
working under Principal System Engineer (R&MP). Biman Technical library receives all
updated Technical Publications from Manufacturers, Vendors and Airworthiness
Authorities and distribute the same to the concern section.
(b) Subscription’s control

Technical Library subscribes using web portals with My Boeing fleet.com, De Heavilland
-Dash8 400) and other component manufacturers to receive aircraft and component
manuals, AMM, IPC etc. Subscriptions are controlled by In-charge Technical Library.
(c) Information held / need regarding the scope of work

1. Dy. Manager, Technical Library shall download Maintenance data immediately after
being published at Boeing & De Havilland web portals as per schedule. Technical
Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.8
Date: 22-08-2022
Library also receives document through Courier/Post office and other respective
department (example- Quality Assurance, Flight Ops. etc.).
2. After downloading/receiving, the data/manuals are entered into the Manual/Data
incoming register. Downloaded copies are persevered in PDF format in one library
Computer and received CD/DVDs are marked as ‘Master copy’ with inerasable ink
with date.
3. Due to a time difference between different geographic zones and due to manuals
received on weekends, a difference of 2-3 days might occur between the data/
manual effectivity date and the date on which the data/ manuals have been
distributed to users. These are treated as acceptable. However, every effort is made
by Biman Technical Library to make the data/ manuals kept in Biman Library Server
and distributed to users before the effective date.
(d) Issue / amendment control

Issue/amendment of aircraft/component manuals is controlled by In-charge Technical
Library. He circulates a notice upon receipt of amendments for each type of Aircraft in
Biman fleet.
(e) Applicable maintenance data

For the purposes of this Part, applicable maintenance data is:
1. any applicable requirement, procedure, standard, operational directive or information
issued by CAAB for the oversight of the aircraft or component;
2. any applicable airworthiness directive,
3. applicable instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate holders and any other organisation that publishes
such data in accordance with Part 21.
4. any applicable data issued for modified maintenance instruction I.A.W with
145.A.45(d).
2.8.3 Technical information amendment procedures

(a) Manuals
Aircraft/component Manuals amendment is done by manufacturer and vendors and
uploaded to their websites. All updated Aircraft manuals are downloaded by Dy.
Manager/Assistant Manager (Technical library) as per manufacturer’s Revision
Schedule and updated in the Biman server.
(b) Service Information (AD, SB, SIL, etc.)
AD is downloaded by PSE (R&MP) and distributed to system groups. Usually System
Engineer and/or Principal System Engineers receive/download Service Bulletin, Service
information letter, Multi Operator Messages, Reference Instruction letter, Modification
summary package and other technical literatures from the manufacturer’s and vendor’s

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
PART 2, CHAPTER 2.8
Date: 22-08-2022
e-mail/web portal. Biman Technical Library may also receive few technical literatures if
any manufacturer or vendor sends through e-mail and notify to concern
section/department.
(c) Distribution: access to the staff
1. Manuals are distributed to the following recipients:
i. CAAB (As per regulatory requirement)

ii. On-Board Flight Library
iii. Duty Engineers’ Room (Back up Copy)
iv. MCC Room (Back up Copy)
v. Station Engineer (CGP & ZYL)
vi. Biman library Server.
vii. DCE (Planning) for distribution to Contracted Maintenance Organizations.
2. All received/downloaded data/manuals are kept and updated in Biman Library Server
(Data Server). So that all Engineering and MM personal can read by using the Link:
\\fil-bal-01\library.
2.8.4 Company Technical Procedures / Instructions

(a) Issue / Amendments control
Technical Procedures Manuals /Instructions (e.g MO,IO,RO Technical notice etc) and
their issues/amendments are published and controlled by different departments (as
applicable).
(b) Distribution: access to the staff
Biman’s Technical Instructions like MO, IO, RO, Technical notice, Engineering Advice
etc. are distributed to recipients by SE (Engineering Services). Company policy manuals
like CAME, ESPM etc. are published on Biman LAN server. Few hard copy manuals
are distributed as per the distribution list of the manual.
2.8.5 Control of customer (except Biman) supplied maintenance data
Customer shall be provided the latest updated documents as per contract in soft copy/hard
copy. This documents (revision status) to be verified by direct access to TCH/OEM with the
help of customer. During contract followings may be ensure to receive the update
documents:
a) A contract shall be in place detailing the responsibilities for ensuring the availability, the
update of the maintenance data from the customer/operator and formal authorisation for
the use of such data.
b) The supplied maintenance data is available at the time of the audit
c) A notification is provided when the contact is terminated/cancelled because this may
affect directly the approval

Revision: 00
PART 2, CHAPTER 2.9
Date: 22-08-2022
REPAIR PROCEDURE
2.9 REPAIR PROCEDURE
2.9.1 Damage evaluation and record:
a) Whenever a structural damage or defect like dent, nick, scratch, crease, gauge,
delamination etc. is found, it is to be documented into the Aircraft Maintenance Log (AML)
by certifying staff.
b) The extent of any damage reported by the flight crew or found during servicing /ground
operation/ scheduled check, shall be assessed as per relevant SRM/AMM and damage
details also to be notified to Biman MCC for information / evaluation.
c) The damage to be evaluated by Certifying Staff as per relevant SRM/AMM:

i. Damage type (i.e. dent, delamination, crack, gouge) to be identified.
ii. Damage location (station number, zone position etc.) to be identified
iii. Damage measurement to be taken with correct length, diameter, width and correct
depth.
iv. If the damage is within allowable limit or the repair procedure is available in
SRM/AMM, the required repair to be performed as per the guidelines of SRM/AMM.
Aircraft Dent, Buckle and Repair Chart (EMM/ES/2025 dt 13-12-2021 , Refer Chapter
5.1, SL 25) kept in AML folder (pocket) to be updated by Certifying Staff. And send the
related documents to Engineering Services.
v. If the damage is beyond allowable limit and the repair is not available in SRM/AMM,
Certifying Staff will fill up Aircraft Damage Reporting form (Form No.: EMM/ES/2010
Dt. 06-09-2017, Refer Chapter 5.1, SL 26) and send it along with the filled Aircraft
Maintenance Log with all required dimensions / locations and photographs to
Structure System Group of Engineering Services for Repair instructions.
d) Upon receipt of filled Aircraft Damage Reporting form (Form No.: EMM/ES/2010 dt. 06-09-
2017) and other related documents, Structure System Group of Engineering Services will
assess the damage (which is beyond SRM/AMM scope) and will provide necessary Repair
instructions. On completion of the repair, the Aircraft Dent, Buckle and Repair Chart
(EMM/ES/2025 dt 13-12-2021) to be updated by Certifying Staff.
e) In every scheduled check, Aircraft Dent, Buckle and Repair Chart (EMM/ES/2025 dt 13-12-
2021) kept in AML folder to be updated by Support Staff / Certifying Staff based on the
latest physical conditions of aircraft. After every scheduled check, the copy of the
completed chart with related documents will be required to be sent to Structure System
Group of Engineering Services.
2.9.2 Repair Process

(a) All repair works in Biman AMO are performed by Certifying/Support staff as per
approved maintenance data in accordance with TC, STC holder maintenance data or
otherwise approved by CAAB.
(b) Upon receipt of instructions from the customer, Biman AMO carries out repairs within
the limit of its capability as per customer provided instruction/Repair Order (RO).

Revision: 00
PART 2, CHAPTER 2.9
Date: 22-08-2022
REPAIR PROCEDURE
(c) When Certifying/Support staff observes any defect / deformation / crack in any
structure/component, he reports the same to PE (MCC). PE (MCC) informs the
operator/customer through DCE (Engineering Planning). If the repair is possible as per
manufacturer’s approved data/manual, he completes the repair task. If it is beyond
approved data/manual, or the defect/damage is of extended nature or the repair
process refers different locations/types in the data/manual, the certifying staff informs
PE (MCC). After evaluation PE (MCC) asks customer/operator for Repair
Order/instructions.
(d) After receiving of instructions/Repair Order (for beyond SRM repair) from DCE
(Planning), Biman AMO takes necessary measures to carry out the repair work as per
instructions/repair order.
(e) On completion of the repair, Certifying/Support staff undertaking repair ensures that
procedure sheet/work sheet is completed in all respect and certified. Nature of repair
carried out is entered and certified in the appropriate log book.
2.9.3 Fabrication Process

(a) Fabrication of any part during repair process is limited to Biman scope of approval. Biman
can only fabricate a restricted range of parts to be used in course of undergoing work
within its own facilities.
(b) This does not allow Biman to perform such manufacturing for customer aircraft / aircraft
components, as parts shall never qualify for CAAB Form 1 certification.
(c) Furthermore, locally fabricated parts shall physically be segregated and excluded from
any delivery certification. Following shall be examples of fabrication that may be carried
out:
(i) Fabrication of bushes / sleeves and shims
(ii) Fabrication of secondary structural elements and skin panels
(iii) Fabrication of control cables
(iv) Fabrication of flexible and rigid pipes, electrical cable looms and assemblies
(v) Formed or machined sheet metal panels for repairs
(vi) Secondary interior / decorative plastic / fiber/glass panels, seat covers and Curtains
(vii) Work order for fabrication, shall clearly specify use of the fabricated part “FOR
BIMAN ONLY”.
[Part 145.A.45 (a) (b) (c) (d) (e) (f) (g) /

AMC 145.A.45 (b) (c) (d) (f) (g)
Part 145.A.70 (a) 12]

Issue: 02
Revision: 01
Date: 05-12-2022
AIRCRAFT MAINTENANCE PROGRAM COMPLIANCE
2.10 AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE

Compliance of the Aircraft maintenance program always remains the responsibility of Operator. For
customer/operator’s aircraft, Biman AMO performs maintenance works only in accordance with the
customer/operator’s approved task cards and task packages.
2.10.1 Deleted
2.10.2 Deleted
2.10.3 Deleted
[Part 145.A.30 (e)

AMC 1 145.A.45.30(e)3
AMC 2 145.A.45.30(e)3

Revision: 00
Date: 22-08-2022
AIRWORTHINESS DIRECTIVES PROCEDURE
2.11 AIRWORTHINESS DIRECTIVES PROCEDURE
2.11.1 Responsibility, Evaluation, Compliance & Record
(a) Customer is responsible for supplying the necessary data and fully documented
details of work required when it is necessary to action an Airworthiness Directive
(AD). Biman AMO performs the AD’s as per requested work order as per its scope
of approval. Customer is responsible to provide necessary access to relevant ADs.
Biman AMO does not issue Certificate of Release to Service if any applicable AD is
overdue.
(b) Compliance of the Airworthiness Directives requirements is the responsibility of
operator. Upon receiving the AD's from operator, Biman AMO as a Part-145
arranges the incorporate of applicable AD's. Incorporation of Airworthiness Directive
is documented as per MOE Chapter 2.13. Certificate of Release to Service after
incorporation of Airworthiness Directive is issued in accordance with MOE Chapter
2.16. Records for embodiment of Airworthiness Directive is managed as per MOE
Chapter 2.14 and Chapter 2.17.
(c) While receiving a particular component, the Stores & Material Management
department ensures that the component is accompanied by CAAB Form1 / EASA
Form 1 / FAA-8130 and thus implies that all applicable airworthiness directives
have been complied. The CAAB Form1/EASA Form 1 or equivalent identifies the
status of an aircraft component. Block 12 (status/work) & 13 (Remarks) on the Form
1 contains vital airworthiness / AD related information which indicates that
appropriate and necessary actions has been taken as per AD for this component.
(d) For component ADs, respective shops receive work instructions for a particular
component from Engg planning department. While issuing a CRS, a list of all
airworthiness directives, repairs and known modification to have been incorporated,
is maintained and verified by Component Maintenance department. If no
airworthiness directives or repairs or modifications are known to be incorporated,
then this will be so stated.
(e) Engineering Services department of Biman AMO evaluates all ADs related to
Biman fleet and issues engineering orders as required. Upon receipt of engineering
order/work package, Engg Planning department complies the AD requirements by
issuing work order/task cards to maintenance department. Maintenance department
is then responsible to accomplish tasks of the ADs that have been ordered.
(f) The Engineering Services, in addition to the AD Note evaluation for determining
and developing the capability evaluates if any part or component become obsolete
or requires further rework due to a design change coming from an AD Note. The
Engineering Services informs store Manager to remove parts or component for
scrap or rework.
[Part 145.A.45 (a) (b) (c) (d) (e) (f) (g); AMC 145.A.45 (b) 1; Part 145.A.70 (a) 12]

Revision: 00
Date: 22-08-2022
OPTIONAL MODIFICATION PROCEDURE
2.12 OPTIONAL MODIFICATION PROCEDURE
Optional modification remains always the responsibility of Operator. For operator’s

aircraft, Biman AMO performs optional modification work only in accordance with
the operator’s package/modification order. While issuing the certificate of release to
service, Biman AMO ensures that all modification in the work order/package has
been completed as per approved maintenance data.
2.12.2. Performance and Certification of Modifications
For all modifications there must be specific procedures and associated data in the
package / work order. Biman Engineering Services is contacted for operator’s
procedure (if required).
(a) Work is performed as per approved maintenance data,
(b) Work performed is recorded on Biman internal paperwork (Special task
record sheet/AML as per MOE chap. 2.13), and CRS issued as per Biman
standard release procedure (ref. MOE chap.2.16), and
(c) Necessary record in the modification record book
2.12.3 Customer Aircraft/Component
The customer is responsible for supplying the necessary data and fully documented
details of work required when it is necessary to action an optional modification.
Biman AMO certifies the accomplishment of an optional modification on the
documents provided by the customer within its capability.
[Part 145.A.45 (a) (b) (c) (d) (e) (f) (g);

AMC 145.A.45 (b) (c) (d) (f) (g);
Part 145.A.45 (a) 12]

Issue: 02
Revision: 00
Date: 22-08-2022
MAINTENANCE DOCUMENTATION IN USE AND ITS COMPLETION
2.13 MAINTENANCE DOCUMENTATION IN USE AND ITS COMPLETION
2.13.1 Work Package
a) All scheduled maintenance activities are performed by the maintenance and

workshop personnel according to necessary work package which is generated
under the responsibility of Production Planning Manager.
b) Biman AMO will hold and use applicable current maintenance data in the
performance of maintenance, including modifications and repairs, of its own and of
customer’s aircraft. The customer will provide Biman AMO with all necessary
maintenance documentation and maintenance manuals required for the technical
handling of its aircraft. The customer will provide Biman AMO staff with the
necessary training on the use of documentation essential for the maintenance and
technical handling to its aircraft. All reference manuals and documentation,
including any CDCCL documents, supplied by the manufacturer or the customer will
be stored in the Technical Library. Documents concerning Line Maintenance will be
made available in Line Maintenance office. The procedures to be followed in
connection with the reporting of mandatory occurrence reports, accident or incident
reports are stated in chapter 2.18 of this exposition.
c) During maintenance of aircraft / aircraft components use of updated maintenance

data must be ensured at all levels by the respective Maintenance Certifying Staff
and all the maintenance work must be accomplished through use of following
maintenance documents:
(i) Aircraft Technical Log (ATL): Pilot/Crew Reported Defects and Defect arising
in Line and Base maintenance are recorded in Aircraft Technical Log
(consisting of Aircraft Maintenance Log, Cabin Maintenance Log, ETOPS
Monitoring Log, IFE Log etc.). The Maintenance Certifying Staff shall record
corrective action taken in the relevant portion of the ATL.
(ii) Non-Routine Work Card: During Inspection of aircraft systems, components
and structural elements, any defect observed / reported and rectification not
covered by the routine work, should be noted in the Non-Routine Work
Card(NRC) for maintenance action of the defect.
(iii) Work Sheet: Worksheets are generated for effective accomplishment and
record keeping of regular / periodic maintenance tasks on aircraft/aircraft
components. Worksheets are derived from approved maintenance data.
(iv) Supplementary Work Sheet (SWS): During Schedule/Un-scheduled
maintenance of aircraft/aircraft components, Supplementary Work Sheets
(SWS) are raised if multiple steps of maintenance work are required to be
carried out.
(v) Task Cards: Task cards are used to translate Aircraft Maintenance Program
into detailed instructions. Task cards shall be used in aircraft maintenance
checks.
(vi) Engineering Order: Engineering Orders (i.e Inspection Order (I.O),
Modification Order (M.O), Repair Order (R.O) etc.) are used to translate
Maintenance Instruction of OEM/Approved Organisation into detailed
instructions. Engineering Orders shall be used in aircraft maintenance checks.
d) All work undertaken by Biman AMO, in respect of aircraft/components under the
jurisdiction of the Part-145, will be performed in accordance with documents,

Issue: 02
Revision: 00
Date: 22-08-2022
manuals or instructions supplied by the equipment owner and specifically approved

under CAAB Part 145 and/or the authority under jurisdiction, as the case may be. It
is the responsibility of the equipment owner to ensure that a copy of the current
approved documents, appropriate to the scope of work undertaken, is available to
Biman AMO.
e) For Biman aircraft, a detailed record shall be kept of all work performed by Biman
AMO. A copy of each Job Sheet with all attached supplementary forms will be
maintained in the records section.
f) For Line Maintenance service, the Operator Handling Form and a copy of the final
release-to-service document (depending on the customer airline) containing a
summary of the work done, duly completed and filed at Line Maintenance Division,
will constitute the record maintained by the Company.
g) For Base Maintenance activities, a separate file will be provided for all paper work
associated with the work activities. Each work record is checked for work
accomplished, signatures of technicians and authorisation holders who performed
maintenance.
h) A standard work package for Base Maintenance includes:
(i) Summary of works Package
(ii) Tally sheet to which all maintenance records are referenced
(iii) Maintenance release certificate
(iv) Maintenance/Inspection job cards from the owner/operator
(v) Form used for any major alterations or repairs performed
(vi) Engineering Orders (i.e Inspection Order (I.O), Modification Order (M.O),
Repair Order (R.O) etc.)
(vii) Non-routine cards due to additional work arising
(viii) List of replacement parts
(ix) Owner/operator checklists (if any)
Figure : Flow Chart in Maintenance Documentation during Base Maintenance

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
i) For work performed by Workshops under the C ratings for components that are
directly loaded to Workshop by the Customer, the complete work package of work
done kept on file consisted of the following:
(i) A copy of the customer repair order/purchase order/repair transmittal sheet.
(ii) The Workshop Job Ticket as the Internal Works Order.
(iii) A copy of the CAAB Form-1, issued for the release to service certification of
the repaired component.
(iv) Completed Worksheet (Component Overhaul/Repair Record Sheet) including
Parts Used Summary Sheet.
(v) All other worksheets/datasheets referenced in the Worksheet.
2.13.2 Maintenance Documentation / Work Package Review
The maintenance documentation is reviewed in a post-doc meeting, which is held

by the Production Planning Manager together with representatives of involved
departments. Details procedure describe in chapter 2.28 of this manual.
2.13.3 Carried Forward Items
(a) Whenever a defect, which does not affect the Airworthiness of the aircraft arising
out of Routine Inspection / Check requires deferment for obvious reasons:
(i) The Certifying Staff / Support staff who makes the decision will make
necessary entries in the relevant AML / NRC, etc.
(ii) If the defect cannot be rectified due time, the rectification should be carried
out within the time specified in the AML / NRC, etc.
(iii) If the defect cannot be rectified due to non-availability of component / test

set / special equipment or tools, the rectification should be carried out
immediately upon availability of the affected items.
(iv) Those carried forward defects are to be reproduced by Technical Records

Section of Planning Records & Docs department in appropriate procedure
for necessary rectification works at base within the stipulated time frame.
Production Planning Manager shall co-ordinate with Stores & MM,
Maintenance division and other concerned sections to ensure availability of
component / parts / test sets etc. Detail of work carried out for rectification
and certification must be entered in AML / NRC, etc.
(b) Any defect raised and not rectified during un-scheduled maintenance due to
justified reason shall be considered as deferred defect. Reference to Minimum
Equipment List (MEL) as applicable shall be made when a rectification is deferred.

Issue: 02
Revision: 00
Date: 22-08-2022
2.13.4 Certificate of Release to Service
Issuance of Certificate of Release to Service (CRS) is described in chapter 2.16 of

this manual.
2.13.5 Computerized maintenance programs
Computerized Maintenance Program is not available in Biman AMO.
2.13.6 Documentation to be provided to the Owner / Operator
Documentation to be provided to the Owner / Operator is described in chapter 2.17

of this exposition.
2.13.7 Retaining of Maintenance Documentation
Hard copy records of each inspection conducted and dimensions, condition and any
other appropriate information obtained during various stages of these inspections -
recorded in the appropriate spaces on the relevant Company or customer work
forms will be returned to the customer. The maintenance instructions & data, unique
spares & parts, and staff training record are provided to the airline customer, and/or
the original equipment manufacturer upon their request. Describe in MOE 2.14
2.13.8 Assembly of work packages for issue to maintenance activity:
All scheduled maintenance activities are performed by maintenance and workshop

personnel according to work packages which are generated by the Planning,
Records and Docs department. There are two distinct types of Work Packages; one
is for the scheduled maintenance during Base Maintenance Checks and the other is
for the scheduled maintenance during Line Maintenance and others.
2.13.9 Work Package for Base Maintenance
a. Work package for base maintenance activities consists of planned maintenance

program “Task Cards” specifying maintenance requirements. In the work package,
all scheduled Maintenance Task Cards are either computer generated or manually
compiled. Work Package for a base check should include the Package Master
Card, SI Inspection Job Cards, AD Job Cards, SB Job Cards, SVC Job Card,
EO/RO (Repeat) job card, EO/RO (Initial) job card, NRC, Deferred NRC, Checklists
for Transit / Daily / Weekly checks, Component Cards etc.
b. Among them, non-routine tasks such as modifications / special inspections / critical

tasks inputs arising out of SB and AD or optional modification shall be from
Modification section and the rest would be the inputs arising from Technical
Records section of Planning, Records and Docs department. All these are handed
over to Engineer Officer of Planning, Records and Docs department for completing

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
into a package. Engineer Officer of Planning, Records and Docs department will
review the completeness of the Package along with all the task cards and
worksheets (by placing cards in predefined systematic order controlled by individual
Task card, serial number being recorded on a Master Task Card index) and is
forwarded to Principal Engineer Maintenance Planning or Deputy Chief Engineer
Planning, Records and Docs for approval. This approved work package is issued
with a work order number identifying it for particular maintenance layout.
c. The package approving personnel upon receipt of the work package, shall review
all Task cards on the basis of logistics, Inventory control, accommodation,
manhours estimation, man-hours availability, preparation of work, hangar
availability, environmental conditions (access, lighting standards and cleanliness),
co-ordination with internal and external suppliers, scheduling of safety-critical task
during periods when staff are likely to be most alert, limitation of human
performance etc. Each Work Package shall be on a standard format with front page
providing general information for particular aircraft type, registration, level of check,
flight hours, flight cycles, landings, dock-in / speculated dock-out dates. Once the
Package is approved then a separate front page shall be filled by planning
personnel before handover to base maintenance department.
d. Dock In-charge shall include a comment sheet and (Non-Routine/Defects) control
card with the work package and on the day before the input date, will handover total
work Package File, NRC Control Sheet and Comment Sheet to the Team Leader of
Base Check. Dock In-charge shall ensure the systematic display of all the task
cards and worksheets at the Dock Planning Room before starting of the Base
Check.
e. On the input date, Team Leader of Base Check or any of his delegated Certifying
Staff shall enter an entry in the Aircraft Maintenance Log stating the planned
accomplishment of the Base Check with the Work Order Number, Nomenclature of
the Check, Aircraft Flight Hours and Cycles.
f. For aircraft Base maintenance check, on each Task card or worksheet, Release
statement shall be printed for particular task under the requirements of CAAB. In
case of Task Cards, if it is required to record some data (test result and dimension),
then a separate Data Sheet may be used (obtained from Planning, Records and
docs department on request which bears a serialized control number on its face)
and recorded on the original Task Cards as a cross Reference. For all Inspection,
Modification, Repair tasks as a result of Airworthiness Directive /modifications shall
be incorporated in Special Task Record Sheet. However, Release statement shall
also be printed for particular task as per requirements of CAAB.
g. Non-Routine Work Card shall be raised for each defect arising and serialized by
Certifying/Support Staff during inspection. NRC serial number shall be

Issue: 02
Revision: 00
Date: 22-08-2022
systematically entered in the NRC Control Sheet of Work Package. All indexes shall
have a clear reference to the work order number of the aircraft work package. Serial
number of Non-Routine Work card shall be mentioned on primary document, to
which it is attached or Maintenance logbook entry to which it relates, as a cross-
reference.
h. These (Task Card, Special Task Record Sheet, Non-Routine Task Card etc.) have
appropriate columns one meant for the Mechanic /Technicians, and another for that
of the Certifying Staff/Support staff. The Technician carrying out the work, initials
against items in the columns quoting his staff number and date. If no technician
would be involved for any task then a 'X' sign would be placed by the Certifying
Staff in place of signature of the Technician and upon completion of specific
maintenance task, certifying/Support staff shall sign, stamp and date the work
carried out in the Job Card or Non-Routine Job Cards.
i. Upon completion of all work, appropriate certifying staff prior to signing “CRS” shall
ensure that all Job Cards and Non-Routine Job Cards have been duly completed
and certified after which they shall sign CRS. Certifying Staff signing CRS shall also
close all open entries (para-v) and make an entry in the Aircraft Maintenance Log
stating accomplishment of the Base Maintenance check with permissible deferral, if
any, quoting the Work Order Number, Nomenclature of the Check, Aircraft Flight
Hours, Cycles, Authority number prior to release of the aircraft for service.
j. Issuance of Certificate of Release to Service (CRS) after Base Maintenance check

(by the appropriately delegated certifying staff), the Team Leader of the Base
maintenance check shall complete „Work Package Summary‟ to ensure
completeness and deferral of maintenance tasks during base check and the same
would be countersigned by the Principal Engineer from Quality Assurance Quality
Manager or his representative for acceptance. Deputy Chief Engineer (Planning,
Records, and docs) shall finalize and archive the completed Work Package.
2.13.10 Work Package for Line Maintenance and Others
a. Based on the Work Package applicable to the aircraft, Planning, Records and Docs
Department shall prepare the Package for the work to be done under the Heading
of “Out of Phase Task”. The work package named as “Maintenance Check Sheet”
shall be issued with a work order number identifying it to a particular maintenance
layout. This Work Package would include the Task Cards which are falling in
between two-Phase Checks and are accomplished at Line and in all cases when
due, Planning, Records and Docs department will raise printed routine/ non routine
Check Sheets for compliance of requirements mentioning the compliance required
date in respect of each particular task of check sheet.

Issue: 02
Revision: 00
Date: 22-08-2022
b. Signing of Task Cards, Special Task Record Sheets, NRCs are same as mentioned
in MOE 2.13.2. If any additional component replacement is required than an entry
should be made in the Aircraft Maintenance Log (AML).
c. The Certificate of Release to Service (CRS) is issued by the Certifying Staff after
satisfactory completion of each scheduled/unscheduled maintenance work. The
Certificate of Release to Service implies that maintenance of the aircraft has been
carried out in accordance with applicable Maintenance data and it is airworthy in all
respects and the aircraft is safe for release to service.
d. Once all the scheduled job has been accomplished or deferred, certifying Staff shall
also enter an entry in the Aircraft Maintenance Log stating accomplishment of the
Maintenance check (as applicable) with permissible deferral quoting the Work
Order Number, Nomenclature of the Check, Aircraft Flight Hours, Cycles, Authority
number prior to release of the aircraft for service.
e. After completion of the check sheets Technical Record Section will compile those
ensuring necessary signature in appropriate column on cover page. The following
are to be checked/ensured before compilation of the Check Sheets:
i. All worksheets/cards for signature, duplicate inspections and proper entries
are completed.
ii. All component changes are recorded in AML and check that component
serviceable label information are also recorded in AML.
iii. Record of component changes are done.
iv. Record of modification / major repairs are complete.
v. Certificate of Released to Service (CRS) in AML is made
vi. Raised logbook entries as necessary.
vii. All deferred defects have been entered on deferred defect list for next
check.
viii. Any concessions on the sheet is entered.
ix. Action taken on any extension requests by amending cards as appropriate.
x. File worksheets / Cards are accomplished.
2.13.11 Maintenance/ Cabin Logbook
Aircraft Maintenance Log / Cabin Maintenance Logbook are primary maintenance

record during Line / Cabin maintenance activities. Procedure for signing and
completion is described under MOE L2.4.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
2.13.12 CAAB Form 1
The primary purpose of Certificate (CAAB Form 1) is to declare the airworthiness of

maintenance work undertaken on product, parts and appliances. The certificate
(CAAB Form 1) complies with the format attached including block numbers in which
each block must be located as per the layout. The size of each block may however
can vary to suit the individual application, but not to the extent that would make the
certificate unrecognizable. The overall size of the certificate may be significantly
increased or decreased so long as the certificate remains recognizable and legible.
If there is any doubt, consult CAAB through Chief Engineer Quality Assurance.
All printing shall be clear and legible to permit easy reading. The certificate shall
either be pre-printed, or computer generated but in either case the printing of lines
and characters must be clear and legible. Pre-printed wording is permitted in
accordance with the attached model, but no other certification statements are
permitted.
The details to be entered on the certificate can be either machine/computer printed

or handwriting using block letters and must permit easy reading. Abbreviations must
be restricted to a minimum. The space remaining on the reverse side of the
certificate may be used by the originator for any additional information but must not
include any certification statement.
The original certificate must accompany the items and correlation must be
established between the certificate and the items. A copy of the certificate (if issued
to any component by Biman AMO) must be retained by Biman AMO. Where the
certificate format and data are entirely computer generated, subject to acceptance
by CAAB, it is permissible to retain the certificate format and data on a secured
database.
Where a single certificate is used to release a number of items and those items are
subsequently separated out from each other, such as through parts distributor, then
a copy of the original certificate must accompany such items and the original
certificate must be retained by the organization that received the batch of items.
Failure to retain the original certificate invalidate the release status of the item.
NOTE: There is no restriction in the number of copies of the certificate sent to the
customer or retained by the originator. The certificate that accompanies the item
may be attached to the item by being placed in an envelope for durability.
Following guideline may be followed for completion of the Release Certificate

“CAAB FORM 1”: Except as or otherwise stated, there must be an entry in all
blocks to make the document a valid certificate.
Block 1: State the name of the Approving Competent Authority/Country ie Civil

Aviation Authority of Bangladesh. This information may be pre-printed.
Block 2: Pre-printed as AUTHORIZED RELEASE CERTIFICATE

CAAB FORM 1.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
Block 3: It is Form tracking number. A Unique number is pre-printed in this block for
certificate control and traceability purposes except that in the case of a computer-
generated document, the unique number need not be pre-printed where the
computer is programmed to produce the number. This may include alpha/numeric
characters.
Block 4: Organisation full name and mailing address, if different, of the approved
organization (Biman Bangladesh Airlines Limited) releasing the items covered by
this certificate. This block may be pre-printed. Logos, etc., are permitted if the logo
can be contained within the block.
Block 5: work order/contract/invoice number; This block is provided for the

reference work order/contract/invoice or any other internal organizational process
such that a fast traceability system is established.
Block 6: Enter line item numbers when there is more than one line item. This block
permits easy cross-referencing to the Remarks block 12. Completion is not
mandatory.
Where a number of items are to be released on the certificate, it is permissible to
use a separate listing cross-referring certificate and list to each other.
Block 7: Enter the name or description of the item. Preference should be given to
the term used in the instructions for continued airworthiness or maintenance data
(e.g. Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin,
Component Maintenance Manual).
Block 8: Enter the part number as it appears on the item or tag/packaging. In case
of an engine or propeller the type designation may be used..
Block 9: Quantity; State the quantity of items being released.
Block 10: If the item is required by regulations to be identified with a serial number,
enter it here. Additionally, any other serial number not required by regulation may
also be entered. If there is no serial number identified on the item, enter “N/A”.
Block 11: Status/Work, The following describes the permissible entries for block 11.
Enter only one of these terms
– where more than one may be applicable, use the one that most accurately
describes the majority of the work performed and/or the status of the article.:
1. Overhauled: Means a process that ensures the item is in complete conformity
with all the applicable service tolerances specified in the type certificate holder‟s, or
equipment manufacturer‟s instructions for continued airworthiness, or in the data
which is approved or accepted by the Authority. The item will be at least
disassembled, cleaned, inspected, repaired as necessary, reassembled and tested
in accordance with the above specified data.
2. Repaired: Rectification of defect(s) using an applicable standard.*
3.Inspected/Tested: Examination, measurement, etc. in accordance with an
applicable standard* (e.g. visual inspection, functional testing, bench testing etc.).
4. Modified: Alteration of an item to conform to an applicable standard.

Issue: 02
Revision: 00
Date: 22-08-2022
*Applicable standard means a manufacturing / design / maintenance /

quality standard, method, technique or practice approved by or acceptable to the
Competent Authority. The applicable standard shall be described in block 12.
Block 12: This “Remarks” is mandatory to state any information in this block either
direct or by reference to supporting documentation that identifies particular data or
limitations relating to the items being released that are necessary for the User/
installer to make the final airworthiness determination of the item. Information shall
be clear, complete, and provided in a form and manner which is adequate for the
purpose of making such a determination.
Each statement shall be clearly identified as to which item it relates. Some
examples of the information to be quoted are as follows:
i. The identity and issue of maintenance documentation used as the
approved standard.
ii. Airworthiness Directives carried out and/or found carried out, as
appropriate.
iii. Repairs carried out and/or found carried out, as appropriate.
iv. Modifications carried out and/or found carried out, as appropriate.
v. Replacement parts installed and/or parts found installed, as
appropriate.
vi. Life limited parts history.
vii. Deviations from the customer work order.
viii. Identity of other regulation if not Part-145.
ix. Release statements to satisfy a foreign maintenance requirement.
x. Release statements to satisfy the conditions of an international
maintenance agreement
Blocks 13 (a to e): General Requirements for blocks 13a-13e: Not used for
maintenance release. Shade, darken, or otherwise mark to preclude inadvertent or
unauthorized use. These blocks are specifically reserved for the
release/certification of newly manufactured items in accordance with standards
acceptable to the Chairman, CAAB.
Block 14a: Contains the required release to service statement for all maintenance
by Part 145 approved maintenance organizations. When non-Part-145 maintenance
is being released block 13 shall specify the particular national regulation. In any
case the appropriate box shall be 'ticked' to validate the release. The certification
statement ‟except as otherwise specified in block 13” is intended to address the
following cases/situations:
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standards required by Part-145.
(c) Where maintenance was carried in accordance with non-Part145
requirement.
Note: Any of the cases or combination of cases shall be specified in block 13.
Block 14b: For the signature of the certifying staff authorized by the Part-145
approved maintenance organization. This signature can be computer printed

Issue: 02
Revision: 00
Date: 22-08-2022
subject to Chairman, CAAB being satisfied that only the signatory can direct the
computer and that a signature is not possible on a blank computer-generated form.
Block 14c: The Part-145 approved maintenance organization reference number

given by the Chairman, CAAB.
Block 14d: The printed name of the Block 20 signatory and personal authorization
reference.
Block 14e: The date of signing the Block 19 release to service. The month shall
appear in letters e.g. Jan, Feb, Mar etc. The release to service shall be signed at
the completion of maintenance work.
Please note the User Responsibility Statements are on the reverse of this
certificate. These statements may be added to the front of the certificate below the
bottom line by reducing the depth of the form.
Note: A sample of the CAAB Form 1 is shown in Section 5.2 of this manual.
[Part 145.A.45 (e) / AMC 145.A.45 (f);

Part 145.A.55 (a) - Part 145.A.70 (a) 12]

Revision: 00
Date: 22-08-2022
TECHNICAL RECORDS CONTROL
2.14 TECHNICAL RECORDS CONTROL
2.14.1 Storage of Technical Records & its Control
(a) Storage of Aircraft Records
(i) Production Planning Manager shall be responsible for maintaining and preserving all
types of Technical Records. Technical Records are documented on paper and are
edited in a form that they are easy to be identified and legible. Completed technical
records, such as certified technical logs, or other work related documents, will be
forwarded from maintenance to Technical Records following the same process that is
used for Biman AMO documentation. The records are kept to prove that all
requirements have been met for issuance of the certificate of release to service.
Disposal of records is according to the requirement stated in CAAB ANO Part 145.
(ii) Quality Manager will advise the CAAB of all mandatory occurrence reports raised on
the Biman and customer aircraft.
(iii) Location of storage, in Technical Record room at Planning, Records & Docs department
is protected against fire, flood and theft. Production Planning Manager is responsible
to ensure that adequate and legally required records are kept for all work
accomplished on the aircraft and disposal of any document from record room. All
technical records of Biman AMO’s own / leased & customer aircraft are store in
technical record room. The storage room is locked and access is controlled.
(iv) Records from aircraft maintenance are preserved in FIFO (first in First out) pattern,
traceable through data and aircraft registration number. Records of component
maintenance are also preserved on FIFO basis, traceable by part number, serial
number, description or date. Production Planning Manager controls the filing and
retrieval system for all records. Records are filed by aircraft registration and date.
(v) All records are kept and maintained in a dry area and equipped with fire protection
equipment. Storage rooms are cleaned as and when required.
(b) Storage of Records related with Aircraft Component
All technical records regarding Component Maintenance with local facility are retained
and preserved in the respective workshop. During preservation of component
maintenance records concerned section shall follow the rules for same as for aircraft
maintenance records. Following guidelines are to be followed for retention period:
(i) A duplicate copy of each ‘CAAB Form 1’ issued shall be retained by the issuing
shop for three (03) years from the date of issue.
(ii) ‘Inspection Work Sheet’ used for each of the aircraft components shall be
preserve by the issuing shop for three (03) years from the date of issuance of
CAAB Form1.

Revision: 00
Date: 22-08-2022
TECHNICAL RECORDS CONTROL
2.14.2 Records of Customer Aircraft/Components
(a) Customer technical records will be stored separately from Biman AMO records within the
Technical Records. Records will be forwarded to the customer in accordance with the
operator’s maintenance/station procedures manual. Maintenance section will forward any
safety/occurrence reports raised on Biman and customer aircraft in accordance with Biman
and customer’s written procedure. In addition, the Quality Manager is responsible for
advising the customer of all airworthiness or safety related reports that have been raised
on customer aircraft in accordance with the customer prescribed procedure.
(b) Biman AMO shall provide originals document of customer / operator component
(Certificate of Release to Service / CAAB Form 1) including basic details of maintenance
performed with requested airworthiness tags and data used for repairs / modifications /
additional tasks carried out. Copies of such records shall be preserved under the control of
Technical Record Section.
2.14.3 Preservation Time of Aircraft Technical Records
All technical records as mentioned above are retained and preserved in the record section
of Planning, Records & docs department. Biman AMO will retain a copy of all detailed
maintenance records after line & base check and any associated approved data used to
accomplish such maintenance for three (03) years from the date the aircraft or aircraft
component to which the work relates was released by Biman AMO.
2.14.4 Reconstruction of Lost or Destroyed Records
In case of lost or destroyed records, Production Planning Manager shall nominate a team
for reconstruction of lost / destroyed records through different means such shift handling
over registers, memos, vouchers, dirty fingerprints, etc. When these things have been
done and the record is still incomplete, upon consultation with Quality Assurance, a
statement may be made in the new record describing the loss and establishing the time in
service based on the research and the best estimate of time in service. The reconstructed
records should be submitted to the state of aircraft registration for acceptance.
[Part 145.A.55 (a) (c) 1, 2, 3 / AMC 145.A.55 (c) / GM 145.A.55 (a) 1, 2, 3]

[Part 145.A.70 (a) 12 (b)]

Issue: 02
Revision: 00
Date: 22-08-2022
RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE
2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE
2.15.1 Base Maintenance Procedure – Handling Defects
2.15.1.1 Recording of Defects
All defects found during base maintenance, ground handling and servicing to be
recorded in operator / customer technical log/ Non-Routine Work Card
(NRC)/documentation in accordance with the Biman AMO procedure. Defect,
arising during base maintenance check, to be recorded by the respective
Support Staff on NRCs which are serialized in different Master Control Sheet for
control purposes that also contains reference of ATL/Task Card / Work Package.
Serial number of NRC shall also be recorded on ATL/Task Card / Work Package to
ensure its traceability (Refer MOE Chapter 2.13 for details). Certifying/Support Staff
makes all entries in Block Capital Letters. Certifying Staff for Base Maintenance
controls Non Routine Work Cards issued during Base maintenance to ensure their
closure prior to aircraft release.
2.15.1.2 Rectification of Defects
(a) Defects as stated in MOE 2.15.1.1 and those entered by the flight deck to be
rectified in accordance with Biman AMO using the applicable maintenance manuals
or reference material such as AMM, FIM, TSM, SSM, WDM, SRM, CMM, etc. Only
appropriately authorized personnel shall undertake work on the aircraft. All
certifying personnel must satisfy themselves that adequate rectification action has
been carried out on defects reported by the aircrew in the technical log and that
such functional tests as may be necessary are carried out to ensure correct function
and serviceability, and CAAB requirements have been fulfilled. At all times, all
inspection and work called up in any checks shall be carried out in accordance with
the approved maintenance program and applicable manuals as well as any
mandatory or special inspection check as necessary. Tools and equipment, test
rigs, fixtures, trolleys, work stands, rostrums, servicing carts, etc., shall be checked
for serviceability and where test dates are applicable, these must be checked for
validity.
(b) After the defect is validated to be cleared by inspection, functional or operational

test, a Certificate of Released to Service (CRS) will be issued for the particular
defect. Support staff shall ensure that they are appropriately authorized to certify
the work; the certification shall consist of his normal signature, Company
Authorization Stamp or Number and Date of Certification.
(c) In case, repair/maintenance is not possible through solution given in maintenance

data, concerned System Engineer of Engineering Services department shall be
informed to work out for viable solution, in coordination with Type Certificate Holder
/ Original Equipment Manufacturer (OEM) and the Competent Authority of aircraft
registration (Refer MOE Chapter 2.9 for details).
(d) For customer aircraft, Repair order shall be referred to verify that aforementioned
repair is already addressed. If necessary, customer’s Work / Repair Order shall be

Issue: 02
Revision: 00
Date: 22-08-2022
modified to include such additional task, with assurance that rectifications shall be
performed within the approved scope of work. Production Planning Manager shall
ensure provisioning of additional manpower, tooling and other facilities for
unscheduled tasks during scheduled base maintenance activities.
2.15.1.3 Reporting of Defects
If the defect is of major nature, the Certifying/Support staff will raise the Internal
Reporting Form no: EMM/QA/1054 and forward to Quality Manager. Defects that
are considered hazardous to safety, the airworthiness must be reported to Quality
Manager. The Competent Authority, Type Certificate Holder and customer /
operator shall also be informed for such un-airworthy condition (Refer MOE chapter
2.18 for details). Reportable defects will be reported to CAAB and Operator as per
the requirements of Part 145. A.60.
2.15.1.4 Deferments of Defects Rectification
(a) Any defect raised and not rectified during scheduled maintenance due to justified
reason shall be considered as deferred defect. Reference to Minimum Equipment
List (MEL) as applicable shall be made when a rectification is deferred.
(b) In the event that a defect is not rectified due to spares unavailability or other
constraints, then a deferred defect item entry must be made on the prescribed form.
Only minor defects that do not impact on airworthiness of the aircraft or on CAAB
requirements may be deferred.
(c) Reference to Minimum Equipment List (MEL) provided by the customer shall be
made when a rectification is deferred. Any defect raised and not rectified during
scheduled maintenance due to justified reason shall be considered as deferred
defect. Engineering Planning concerned shall maintain deferred defects record to
ensure their rectification on priority. Such deferred defects shall be listed and clearly
mentioned on aircraft maintenance records.
2.15.1.5 Deferment of defect during routine maintenance not affecting Airworthiness
a. Whenever a defect, which does not affect the Airworthiness of the aircraft arising
out of Routine Inspection/Check requires deferment for obvious reasons the
Certifying Staff/Approved Person who makes the decision will make necessary
entries in the relevant NRC/Inspection Sheets.
i. If the defect cannot be rectified due to time constraints, the rectification
should be carried out within the time specified in the NRC/Inspection sheets
or before next similar check.
ii. If the defect cannot be rectified due to non-availability of component Nil-In-
Stock (NIS) / parts / test set / special equipment or tools, the rectification
should be carried out immediately upon availability of the affected items. The

Issue: 02
Revision: 00
Date: 22-08-2022
period for which the defect is to be carried forward shall be determined in the
weekly co-ordination meeting of Engineering Directorate.
iii. Any defect, if required, to be deferred during routine maintenance and
concurrence must be obtained from Quality Assurance.
b. Defects, those carried forward are to be reproduced by Technical Records Section

of Engineering Planning in appropriate procedure for necessary rectification works
at base within the stipulated time frame. Engineering Planning Department shall co-
ordinate with Technical Stores, Maintenance, and other concerned sections to
ensure availability of component / parts / test sets etc. Detail of work carried out for
rectification and certification must be entered in work sheets / NRC.
c. Deferred defects during base Maintenance Check are monitored by MCC and
deferred NRC during base Maintenance Check are monitored by Maintenance
Planning.
[Part 145.A. 50. (c), (e), Part 145. A.70. (a) 12]

Revision: 00
Date: 22-08-2022
RELEASE TO SERVICE PROCEDURE
2.16 RELEASE TO SERVICE PROCEDURE
2.16.1 Responsibilities Regarding Maintenance on Aircraft
(a) Biman AMO is responsible for issuing a Certificate of Release to Service (CRS)
following the completion of any scheduled or unscheduled maintenance, or
following any defect rectification on own and customer aircraft. The Release to
Service is issued in accordance with the requirements of CAAB ANO (AW) Part
145, in compliance with any customers prescribed procedures. A deferred defect tot
be raised whenever this procedure is initiated.
(b) Replacement parts not be fitted to aircraft unless the part carries a valid Authorized
Release Certificate, which could be a CAAB Form 1 or other customer approved
release document. But in AOG situations, a component that is not accompanied by
an Approved Released Certificate may be used, subject to positive evidence that
the component is serviceable for up to 30 Flying hours or until return to base
whichever is sooner.
(c) The certifying person issues a Certificate of Release to Service after satisfactory
completion of the maintenance activity. The certifying person signs his name in the
appropriate CRS column of the technical log, or worksheet, adding his personal
authorization number and date with the Biman AMO approval number. All
airworthiness certifications is in accordance with regulations and procedures laid
down by the approving airworthiness authorities and any other customers written
requirements.
(d) The wording of the CRS is in the following format: “Certifies that the work specified,
except as otherwise specified, was carried out in accordance with CAAB ANO (AW)
Part 145 and in respect to that work the aircraft/aircraft component is considered
ready for release to service”. The Certificate of Release to Service contains
particulars of the work done or the inspection completed the organization, the place
and the date on which the work was carried out. Depending upon the application of
the certificate, details of the aircraft type, part number and serial number to be
recorded as applicable.
(e) A CRS is only be issued when the signatory is satisfied that the work has been
properly carried out, having regard to the use of:
i. Approved maintenance data, up-to-date instructions, including manuals,
drawings, specifications, modification/inspections and company procedures.
ii. Adequate tooling and test equipment.
iii. A working environment appropriates to the work being carried out.
iv. Any incomplete maintenance is noted along with the customer approval
reference to defer the maintenance.
(f) CRS is not be issued in following cases.
i. AD owed and not enforced.
ii. Work carried out not in accordance with the approved data.
iii. Discrepancies that may have consequences on the airworthiness of the
aircraft/component.

Revision: 00
Date: 22-08-2022
2.16.2 Responsibilities regarding Maintenance on Aircraft Components
Biman AMO is also responsible for issuing an Authorized Release Certificates

(CAAB Form 1) following the completion of any maintenance on own and customer
aircraft Components. In all cases the Release to Service must be certified in the
workshop or area that the work was performed. Authorised Release Certificates
(CAAB Form 1) should be pre-printed and serialised and may only be signed in the
workshop in which the work was carried out. The signing of an Authorised Release
Certificates is not be carried out in a remote area and is not be issued in following
cases.
i. AD owed and not enforced
ii. Work carried out not in accordance with the approved data
iii. Discrepancies that may have consequences on the airworthiness of the
component
2.16.3 Release to Service (Aircraft Component Maintenance)
a) Levels of work performed in component maintenance
Most of the repairable aircraft components are time limited for shop check, functional
check and Overhaul. As such those are removed from the aircraft and sent to the
respective shops as per AMS or against any defect for necessary maintenance. The
work is being carried out in the Shop - according to the CMM/OHM and by full-filling
the Airworthiness requirements as laid down in ANO(AW), CAAB Part145 and other
regulatory requirements of CAAB. Shops usually perform Dis-assembly, Cleaning,
Repair, Overhaul, Inspection/Checks, Modification and Testing on the Components
and Weight Check of Fire Extinguishers, Re-filling of Oxygen Cylinder & HST of
Pressure vessels of various aircraft as per approved capability List. Components
beyond the shop capabilities are sent to outside repair/servicing agencies for
necessary servicing.
Level-1:
 General Visual Inspection (GVI), replacement of desiccants, silica-gel (moisturizer
protective agents), Bearing servicing (Greasing), Valve Core adjustment, Tire
Recertification including test or checking of lubricating fluid level etc. for renewal/
extension of rack life as per CMM and minor repair like replacement of small
indicator light/LED, Fuse blown, protective glass cracked/ hazy, bent or broken
connector pins, missing serial number or identification plate etc.
 Re-filling of Oxygen
 Weight check
 A rectification of minor defects which does not involve any test or special tools &
equipment.
 A rectification other than Repair or Overhaul.
Level-2: Repair, replacement of parts/ Tire involving Testing/functional check in shop

according to appropriate Overhaul Manual or Component Maintenance
Manual/SPM/AMM.

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Level-3: Complete Overhaul according to appropriate Overhaul Manual/ Component

Maintenance Manual (CMM).
b) Component Incoming & Out Going Procedure:
(i) Components are loaded in the component maintenance shop from RSP&S for -
Repair / Overhaul / Modification / Cleaning / Inspection / Testing either as schedule or
unscheduled maintenance.
(ii) On receipt, Component Maintenance personnel of each Shop must check that the
unserviceable Components /Parts are attached with Work Order (with duplicate copy)
and Unserviceable Label/Tag (If applicable).Shop personnel collect/receive the item
from RSPS or designated area.
(iii) In-Charge of the respective shop arranges to record the Component in the Incoming
Register and checks for shop capability CCL(refer chapter-5.1, S/N-30) and details
the concerned authorized person for necessary maintenance. Unserviceable
components are kept in the UNSERVICEABLE RACK or in a designated area.
(iv) If any component is found out of shop capability, the respective shop In-charge or any
Certifying Staff shall arrange to return the component to the RSP&S section
immediately with a comment “OUT OF SHOP CAPABILITY or NO FACILITY” and
signed by the respective Authorized person in the Work Order. a. The same is
recorded in the Remarks column of the Input Register also. In the case of „item to be
scrapped‟ entry is made in BER/Scrap Register in place of Input Register.
(v) For a component under shop capability list, the concerned authorized person initiates
the necessary maintenance work upon collecting the Inspection Worksheet (refer
chapter-5.1, S/N-33), History Card (refer chapter-5.1, S/N-32) or Test data
recording sheet as applicable.
(vi) Concerned authorized person performs the necessary disassembling, cleaning,

inspection/checks, defective parts replacement, troubleshooting, reassembling and
testing and duplicate inspection (by another authorized person of respective
category) etc. process step by step as per Inspection Worksheet or reference taken
from appropriate manuals.
(vii) Concerned authorized person assists and supervises the function disassembling,
cleaning, defective parts replacement and reassembling. In this case the Concerned
authorized person ensures that non certifying staffs are signing for the applicable task
in the applicable column.

Revision: 00
Revision: 01
PART 2, CHAPTER 2.16 Date: 22-08-2022
05-12-2022
Date:
(viii) Concerned authorized person ensures that the every step of

Overhauling/Repairing/Cleaning/Inspection/Checks/Testing/ process is progressing
as per latest worksheet, manual and proper tools/special tools/materials are used to
meet operational safety and regulatory requirements.
(ix) Rectification, material used for accomplishment of component maintenance is

recorded in the History Card (For Wheel maintenance, Tire Change (T/C), Tire
Installed (T/I), Tire status can be written as Tire Serial Number (Tire SN) with N-new,
R-retread in the remarks column of the History Card for easy tracking), Work Order,
relevant Inspection worksheets and signed by the Certifying Staff. Serviceable
components are kept in the SERVICEABLE RACK or in a designated area until
released from the shop and handover to RSP&S section.
(x) After completion of the necessary maintenance i.e. fulfilling the airworthiness
requirements, the relevant portion of the work order & ARC (CAAB Form1) are filled
in signed and stamped by the certifying staff for declaring the component is released
to service. Certifying Staff of the Shop must ensure, SB‟s, SIL and Modifications
orders etc. which are officially received from Engineering Service (ES)/Engineering
Planning are incorporated correctly recorded in the Master S.B Card (if, applicable).
Form Tracking no. of ARC (CAAB Form1) is recorded in the ARC(CAAB Form1)
Control Register and finally, the serviceable wheel/ Component along with the original
Work Order and CAAB Form 1 /ARC handovers to „RSP&S Section‟ as soon as
possible. To correct any error in CAAB Form 1 refer paragraph 2.16.11.
(xi) Authorized Release Certificate (ARC) CAAB Form 1 has Form Tracking Number
allotted from Engineering Production ARC control Register consisting of the first two
digits for BG and next four digits for the current year and sequential unique number at
the right corner of CAAB Form1 and the number is recorded in a separate column of
the Component Output Register along with other information.
Example:
B G 2 0 2 2 0 0 0 0 1
(xii) The worksheet (once completed) is tracked along with CAAB Form-1 Tracking
number (sequential unique number ).
c) Fractional Job for Component: Fractional jobs may be required to perform in different
shops for subpart of components with tasks mentioned in the appropriate portion of
the work order. When a fractional job involves on any component, the original shop
will have to send the unit with sub-work order to another shop. After completion of
fractional job, the concerned authority holder of the repairing shop will have to fill up
and sign the sub-work order with mentioning necessary information. The unit with
sub-work order then passed to the original shop for accomplishment of final work for
issue ARC (CAAB Form1).

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Date: 22-08-2022
d) Uses of Ident Tag (shop use only): If any large component disassembled is kept in
the shop for repair/overhaul/ modification and testing, in that case the sub-assembly
is accompanied by properly filled IDENT TAG (Shop use only)(refer chapter-5.1, S/N-
31) until complete the final assembly for release.
e) First Aid Box Replenishment: Life Safety Overhaul Shop‟s authority holder is
responsible for aircrafts Emergency First Aid Kit replenish. Each Emergency First Aid
Kit replenishment is performed as per ANO(OPS) E-7. One content list is preserved
inside the Emergency First Aid Kit Box and another is attached outside the box.
f) Unserviceable Tire Temporary Storage and Return Procedure: The unserviceable

tires are checked and then kept in the „Tire Remolding Area‟. In-charge/ Authority
holder of Wheel O/H Shop handovers the tires to RSP & S Section with a letter for
retreading or, necessary action.
g) Beyond Economical Repair(BER) Declaring Procedure:
When it is evaluated that the repair/overhaul cost of any Component has become
60% or more of its purchase value then the repair/overhaul may be declared as
Beyond Economical Repair (BER) and items are considered as scrap.
Component found beyond economical repair in any shop, Incharge proposes for
scrap and declaration is made by DCE (CM). Respective Shop In-Charge will liaison
with RSP&S for raising the appropriate Scrap Rejection Certificate (SRC) Form.
Component/ part found beyond economical repair in any shop, an unserviceable Tag
is attached with the item and send it to RSP&S section for necessary Step for
scrapping the item with a declaration of condition. Respective Shop In-Charge
maintains a register for recording of scrap items in his area and liaison with RSP&S
for raising the appropriate Scrap Rejection Certificate (SRC).
On the basis of certification of shop personnel & RSP&S section the final decision will
be given by Chief of Quality Assurance.
h) Component Held-up procedure :
Aircraft Components or Parts under shop capability loaded in the shops may require
to be held up in the shop due to non- availability (Nil-in-Stock) of spare-breakdown or
Mod‟s or inter-shop repair involvements or due to the accumulation of excess loading
or related parts required to be inspected/ Repaired from abroad. The held-up or U/S
components remain held-up till the reason for held-up is removed or corrective action

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accomplishes. Held-up components are preserved in the designated place of the

Unserviceable rack or area.
2.16.4 Release to Service (Aircraft Base Maintenance)
(a) Certificate for Release to Service (CRS) for base check is issued on “Aircraft
Certificate of Release to Service” form (Refer MOE 5.1 for sample). Base
Maintenance Certifying Staff, shall issue Certificate of Release to Service
containing following information:
i. Aircraft Type, Registration, Manufacturer Serial No, Operator name.
ii. Aircraft total Flight Hours & Cycles
iii. Types of Check performed, Location, Date of Check completed
iv. Reference to work package that include schedule / un-schedule
maintenance,
v. Incorporated Airworthiness Directives and accomplished modifications
vi. Reference to Maintenance Organization and CAAB Part 145 Approval
Number
vii. Signature, Name and authorization (AME/ Approval) number of Authorized
person.
(b) Each CRS is raised/issued at least in 2 (two) copies; the Original Certificate of
Release to Service is placed in Aircraft Technical Log (ATL) and the Second copy is
preserved by Engg Planning department.
(c) Whenever customer / operator procedures are different from organizational
procedures, the operator‟s documents and base check completion certificate is
used. For critical task during base check, certifying staff refers chapter 2.23 of this
manual for details.
(d) During base check, progress is monitored and all un-scheduled jobs are also
recorded in separate lists. Customers other than Biman shall be informed about
non- accomplished tasks and asked for obtaining exemption approval from their
Authority related to such maintenance tasks as specified in chapter 3.9 of this
manual. Acceptance shall be taken from the Customer, in writing, for records.
(e) Upon completion of base check, Base Maintenance Certifying Staff (Category C)
signs „Document Completion Certificate‟, ensuring that all related tasks have been
completed and signed off by the appropriately rated Base Maintenance Support
Staff (Category B1 or B2). Being satisfied with regulations and procedures laid
down by the approving airworthiness authorities and any other customers written
requirements Base Maintenance Certifying Staff (Category C) shall sign „Certificate
of Release to Service‟. Ref: Form no: EMM/EP/3990.
(f) Prior to dispatch of relevant maintenance record to Technical records section for
preservation, Planning Engineer concerned compiles „Aircraft Base Check Report‟.
2.16.5 Release to Service (Aircraft Line Maintenance / Cabin Maintenance)
(a) On completion of line / cabin maintenance, Certifying Staff (A/B1/B2) issues

Certificate of Release to Service (CRS) for particular job, when satisfied that all
required maintenance has been performed in accordance with requirements of
Competent Authority, maintenance data and organizational procedures.

Revision: 00
Date: 22-08-2022
(b) For Biman‟s aircraft each Scheduled Lower Maintenance Check (e.g. Daily
Inspections, Weekly Check, 50/100 FH Checks or Out of Phase) is normally
accomplished in Line maintenance. Work cards used for minor schedule
maintenance and tasks like engine / APU change etc. Task Cards are signed in
addition a Certificate of Release to Service (CRS) is issued in the Aircraft
Maintenance Log (AML) entering the description of Scheduled Lower Maintenance
Check in a separate sequence.
(c) On completion of un-scheduled maintenance including defect rectification a
Certificate of Release Service (CRS) is also issue in AML.
(d) The certifying person issues a Certificate of Release to Service after satisfactory
completion of the maintenance activity. The certifying person will sign his name in
the appropriate CRS column of the technical log, or worksheet or according to
customers written requirements, adding his personal authorisation number, date
and the Biman AMO approval number. All airworthiness certifications is in
accordance with regulations and procedures laid down by the approving
airworthiness authorities and any other customers written requirements.
2.16.6 Release to service with Deferred / Carried Forward Maintenance Tasks.
(a) Aircraft is released to service with deferred / carried forward maintenance tasks,
only where it is permitted by following MOE 2.15.1.4 and 2.13.3.
(b) In case of customer aircraft, approval (for such deferral) is sought by the customer
from the Regulatory Authority of aircraft registration (Refer MOE Chapter 2.9 and
Chapter 2.10).
2.16.7 Release to Service (Component without any Maintenance on it)
2.16.9.1 Release of Aircraft Component with CAAB Form 1 issued by B1/B2 Certifying Staff
(a) Issue of CAAB Form 1 for Used Aircraft Components Removed

(Robbing/swapping) from an In-Service Aircraft
Serviceable aircraft components removed from a Bangladesh registered aircraft
shall be issued a CAAB Form 1 by the appropriately rated B1/B2 Certifying Staff
provided:
(i). Appropriately Rated Certifying Staff must make necessary entry in the aircraft
technical log book or on the Non Routine Work Card or on equivalent
document about the removal of the components from Aircraft.
(ii). The aircraft component to be inspected by the same certifying staff for
satisfactory condition including particular damage, corrosion or leakage and
compliance with any additional manufacturer‟s maintenance instructions.
(iii). The aircraft record to be researched for any unusual events that could affect
the serviceability of the aircraft component such as involvement in accidents,
incidents, heavy landings or lightning strikes. A maintenance history record
shall be available for all used serialized aircraft components with known
modifications/repairs and airworthiness directives status.

Revision: 00
Date: 22-08-2022
(iv). The flight hours/cycles/landings as applicable of any service life limited parts
including time since overhaul be established. At A/C total hours: A/C
Technical Log reference number and the part‟s TSO/TSN if possible;
otherwise enter “unknown”, and work order reference.
(v). The aircraft component may only be deemed serviceable if the last flight
operation with the component fitted revealed no faults on that
component/related system. An entry will be in the document that the part is
“REMOVED IN SERVICEABLE CONDITION” from A/C Regn: xx-xxx.
(vi). The aircraft component to then be physically inspected again by the same
certifying staff for satisfactory condition including in particular damage,
corrosion or leakage and compliance with any additional manufacturer‟s
maintenance instructions.
(vii). Under no circumstances a CAAB Form 1 be issued if it is suspected that the
aircraft component has been subjected to extremes of stress, temperatures or
immersion which could affect its operation.
(viii). A CAAB Form 1 issued by signing in block 14b and stating “Inspected” in
block 11. In addition, block 12 should specify:
- When the last maintenance was carried out and by whom.
- If the component is unused, when the component was manufactured and by
whom with a cross-reference to any original documentation which should be
included with the Form.
- A list of all airworthiness directives, repairs and modifications known to have
been incorporated. If no airworthiness directives or repairs or modifications
are known to be incorporated, then this should be so stated.
- Detail of life used for service life-limited parts being any combination of
fatigue, overhaul or storage life.
- For any aircraft component having its own maintenance history record,
reference to the particular maintenance history record as long as the record
contains the details that would otherwise be required in block 12. The
maintenance history record and acceptance test report or statement, if
applicable, should be attached to the CAAB Form 1.
(ix). Subject to satisfactory compliance with the above requirements, CAAB Form
1 will be issued and contain the information as specified in the above
paragraph including the aircraft from which the aircraft component was
removed.
(b) Issue of CAAB Form 1 for Used Aircraft Components Removed from an Aircraft
Withdrawn from Service
Serviceable aircraft components removed from a Bangladesh registered aircraft

withdrawn from service shall be issued a CAAB Form 1 by the appropriately rated
B1/B2 Certifying Staff subject to the following:

Revision: 00
Date: 22-08-2022
(i). A structured plan shall be formulated to control the aircraft disassembly

process. The disassembly is to be carried out by the personnel working in
Base Maintenance under the supervision of certifying staff, who will ensure
that the aircraft components are removed and documented in a structured
manner in accordance with the appropriate maintenance data and
disassembly plan.
(ii). All recorded aircraft defects shall be reviewed and the possible effects these
may have on both normal and standby functions of removed components are
to be considered.
(iii). Dedicated control documentation is to be used as detailed by the disassembly
plan, to facilitate the recording of all maintenance actions and component
removals performed during the disassembly process.
(iv). Removal of the components and their storage procedure shall be compatible
with the standards required by CAAB ANO (AW) Part-145 for the removal and
storage of removed components are to be used which include suitable
environmental conditions, lighting, access equipment, aircraft tooling and
storage facilities for the work to be undertaken. While it is acceptable for
components to be removed, given local environmental conditions, without the
benefit of an enclosed facility subsequent disassembly (if required) and
storage of the components shall be in accordance with manufacturer‟s
recommendations.
(v). Components found to be unserviceable are to be identified as such and
quarantined pending a decision on the actions to be taken. Records of the
maintenance accomplished to establish serviceability are to form part of the
component maintenance history.
(vi). After that components found serviceable are to be assessed by the
appropriately rated B1/B2 Certifying Staff for a satisfactory assessment as per
the standards set out in paragraphs 2.16.9.1(a) and 2.16.9.1(b) as
appropriate. Where known, this shall include the possible need for the
alignment of scheduled maintenance that may be necessary to comply with
the maintenance program applicable to the aircraft on which the component is
to be installed.
Note : However aircraft components removed from a Bangladesh registered
aircraft withdrawn from service if found unserviceable then the process stated
in MOE 2.16.3 will be applicable for issuance of CAAB Form 1.
2.16.8 Release of Aircraft with Component not having CAAB Form 1
When an aircraft is grounded at a location other than maintenance base due to non-
availability of an aircraft component with appropriate release certificate as specified
in MOE 2.1, it is permissible to temporarily fit such aircraft component without
appropriate release certificate for a maximum of 30 flight hours or until aircraft first
returns to maintenance base, whichever is earlier. This condition is subject to
customer / operator contract and only applicable when said component is available
with suitable serviceability tag and in compliance with Part-145 requirements. Such
aircraft component, in all cases, must be removed before predefined time unless an
appropriate release certificate (CAAB Form 1 or equivalent) has been obtained in
the meantime.

Revision: 00
Date: 22-08-2022
2.16.9 Components maintained by organisation not approved in accordance with the

CAAB requirements on which the component is intended for Installation
For used components maintained by a maintenance organisation not approved

under CAAB ANO (AW) Part 145, due care should be exercised before acceptance
of such components. In such cases Biman E&MM shall establish satisfactory
conditions by:
a) Dismantling the component for sufficient inspection in accordance with the
appropriate maintenance data,
b) Replacing of all service life limit components when no satisfactory evidence of
life used is available and/or the components are in an unsatisfactory
condition,
c) Reassembling and testing as necessary the component,
d) Completing all certification requirements as specified in MOE 2.13.2.
2.16.10 Used Aircraft Components Removed from Serviceable Aircraft / Power plant for
Pool Return / Lease Return / CSP return/ Brought to Stock purposes.
a. Replacing a serviceable component with another serviceable component is

permitted only for Pool Return / Lease Return /CSP return/Brought to Stock for
purposes. In this case necessary order may be generated from the respective
concern department to MCC. MCC will notify in writing or thru mail to concern
Maintenance section to replace the components.
b. An entry will be made by the authorized maintenance person in the AML/CML or in
the worksheets / NRCs of the aircraft or Power plant being serviced to indicate that
the part or component has been replaced in that aircraft or engine. Thus,
serviceable aircraft component removed from an aircraft shall be issued with a
CAAB Form 1 by an appropriately authorized maintenance person subject to
compliance with this subparagraph.
c. Such component was removed from the aircraft / Power plant by an appropriately
authorized maintenance person.
d. The component may only be deemed serviceable if the last flight operation with the
component fitted revealed no faults on that component/related system.
e. The component shall be inspected by an appropriately authorized maintenance
person for satisfactory condition including in particular damage, corrosion or
leakage and compliance with any additional maintenance data.
f. The aircraft / power plant / accessories record shall be researched for any unusual
events that could affect the serviceability of the component such as involvement in
accidents, incidents, heavy landings, or lightning strikes. Under no circumstances a
CAAB Form 1shall be issued if it is suspected that the aircraft component has been
subjected to extremes of stress, temperatures or immersion which could affect its
operation.

Revision:
Revision:00
01
Date:22-08-2022
Date: 05-12-2022
g. A maintenance history record shall be available for such aircraft components.

h. Compliance with known airworthiness directives, modifications and repairs shall be
established.
i. The flight hours/cycles/landings as applicable of any service life-limited parts
including time since overhaul shall be established.
j. Subject to satisfactory compliance with the above a CAAB Form 1 shall be issued
by signing in block 14b and stating “Inspected/Tested” in block 11. In addition, block
12 shall contain the information as specified below including the aircraft from which
the aircraft component was removed.
i. When the last maintenance was carried out and by whom.
ii. A list of all airworthiness directives, repairs and modifications known to have
been incorporated. If no airworthiness directives or repairs or modifications
are known to be incorporated, then this shall be so stated.
iii. Detail of life used for service life-limited parts being any combination of
fatigue, overhaul, or storage life.
iv. For any aircraft component having its own maintenance history record,
reference to the particular maintenance history record as long as the record
contains the details that would otherwise be required in block 12. The
maintenance history record and acceptance test report or statement, is
attached to the CAAB Form 1.
2.16.11 Error Correction of Authorized Released Certificate - CAAB Form 1

(i) If the originator makes an error on the Authorized Released Certificate - CAAB
Form 1 and if an end-user or the originator himself finds an error on a
Certificate, the originator issues a new Certificate on request of the end user or
by himself only if the error(s) can be verified and corrected as follows:
a. Concerned originator issues a new Certificate having new tracking number,
signature and date.
b. Certificate issues without re-verification of the item(s) condition where, the
new Certificate is not a statement of current condition and refers to the
previous Certificate in block 12 by the following statement:
“This Certificate corrects the error(s) in block(s) [enter block(s) corrected] of
the Certificate [enter original tracking number] dated [enter original issuance
date] and does not cover conformity/condition/release to service”.
c. Both Certificates retrained in the same location for the period of 03 ( three)
years from the date of first issue of certificate.
(ii) End user must have a copy also.
[ Part 145.A.30 (g) (h) (i) (j) / AMC 145.A.30 (e) 3, (g) (h) (j) -
Part 145.A.35 (a) to (m) / AMC 145.A.35 (a) (b) (e) (f) (g) -
Part 145.A.50 (a) (b) (d) (e) (f) / AMC 145.A.50 (a) 1, 2 (b) 1,
2, 3, 4, 5 / AMC 145.A.50 (d) (e) 1, 2, 3 (f) 1, 2 - Part
145.A.55 (a) (b) (c) / AMC 145.A.55 (c) - Part 145.A.70 (a) 12
- Part 145.A.75 (e)]

Revision: 00
Date: 22-08-2022
RECORDS FOR THE OPERATOR
2.17 RECORDS FOR THE OPERATOR
2.17.1 Operator Maintenance Records
a) This section is related with the transmission of the maintenance records to the
operator after the performance of maintenance.
b) Maintenance contracts specify documents to be provided with customer aircraft
/ Aircraft component and documentation to be presented upon completion of
required maintenance. Records for aircraft / aircraft components maintenance in
the Biman AMO shall generally be managed as per chapter 2.14 of this manual.
c) Production Planning Manager provides technical record (in original) to customer
/ operator. Such technical record shall consist of:
i. List of the routine work performed;
ii. List of non-routine work& disposition;
iii. Engineering Orders (EO)’ accomplished on customer aircraft.
iv. Certificate of Release to Service (CRS) / CAAB Form 1, issued;
v. Specific approved data used for any specific repair / modification;
vi. List incorporate Airworthiness Directives and modifications;
vii. Defects of contracted maintenance, if any;
viii. Validated list of deferred defects;
ix. Any other record specified by the operator.
d) When wavers/ deferred defects are included in the report, there must be
supporting evidence following the letter or reference to the letter
requested/approved the wavier. The records will be transmitted to the operator
as soon as possible after the maintenance is completed. The time period will not
exceed that specified by the operator.
2.17.2 Maintenance Record Retention
Whenever the customer / operator demands the Biman AMO to preserve Certificate
Release to Service (CRS) and other maintenance Record, the retention period for
such records shall be incompliance with the regulator requirements issued by the
Competent Authority of aircraft registration,
[Part 145.A.55 (b) - Part 145.A.70 (a) 12]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
REPORTING OF DEFECTS TO THE COMPETENT AUTHORITY/OPERATOR/
MANUFACTURER
2.18 REPORTING OF DEFECTS TO THE COMPETENT AUTHORITY / OPERATOR /

MANUFACTURER
2.18.1 Purpose of Reporting
Occurrence reporting is to identify the factors contributing to incidents, and to make

the system resistant to similar errors. This procedure is based on the requirements
of CAAB Part 145.A.60 to set the reporting standards of occurrence reports and
definition of the internal follow-up, in order to be able to present a complete report in
a timely manner, but in any case, within the required 72 hours to the Chairman
CAAB, the state of registry, operators, the customer and aircraft/aircraft component
manufacturer and type certificate holders, as necessary.
a) This procedure must be followed by all Biman AMO employees and contracted
personnel whenever such a condition is detected that could hazard seriously
the flight safety of the aircraft and/ or components. The responsibility for
reporting occurrences to the CAAB, customer or manufacturer is undertaken by
Biman AMO for all customers where a technical handling agreement is in place.
The administration and control of the mandatory occurrence reporting to
customer is the responsibility of the Quality Manager and shall be performed in
accordance with the customer written procedures.
b) In case where no written procedure or instructions are provided by the customer

then Biman AMO will utilize the following reporting methods:
i. An Internal Occurrence Report will be raised by maintenance personnel
for any incident or accident that occurs on customers’ aircraft when the
aircraft is not under the control of the flight deck crew.
ii. Quality Manager will instigate an investigation into all TORs (Terms of
Reference) raised on customer aircraft for which there is a technical
handling agreement in place.
iii. The Quality Manager will ensure that timely follow up action is taken to
prevent recurrences of incidents that may have occurred.
iv. The customer/NAA will be advised of the findings and preventative
measures being taken by Biman AMO, where there is action to be taken,
to preclude repetition of any incidents.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
MANUFACTURER
2.18 REPORTING OF DEFECTS TO THE COMPETENT AUTHORITY / OPERATOR /

MANUFACTURER
2.18.1 Purpose of Reporting
Occurrence reporting is to identify the factors contributing to incidents, and to make

the system resistant to similar errors. This procedure is based on the requirements
of CAAB Part 145.A.60 to set the reporting standards of occurrence reports and
definition of the internal follow-up, in order to be able to present a complete report in
a timely manner, but in any case, within the required 72 hours to the Chairman
CAAB, the state of registry, operators, the customer and aircraft/aircraft component
manufacturer and type certificate holders, as necessary.
a) This procedure must be followed by all Biman AMO employees and contracted
personnel whenever such a condition is detected that could hazard seriously
the flight safety of the aircraft and/ or components. The responsibility for
reporting occurrences to the CAAB, customer or manufacturer is undertaken by
Biman AMO for all customers where a technical handling agreement is in place.
The administration and control of the mandatory occurrence reporting to
customer is the responsibility of the Quality Manager and shall be performed in
accordance with the customer written procedures.
b) In case where no written procedure or instructions are provided by the customer

then Biman AMO will utilize the following reporting methods:
i. An Internal Occurrence Report will be raised by maintenance personnel
for any incident or accident that occurs on customers‟ aircraft when the
aircraft is not under the control of the flight deck crew.
ii. Quality Manager will instigate an investigation into all TORs (Terms of
Reference) raised on customer aircraft for which there is a technical
handling agreement in place.
iii. The Quality Manager will ensure that timely follow up action is taken to
prevent recurrences of incidents that may have occurred.
iv. The customer/NAA will be advised of the findings and preventative
measures being taken by Biman AMO, where there is action to be taken,
to preclude repetition of any incidents.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
MANUFACTURER
2.18.3 Defects to be reported
a) Any condition of the aircraft or aircraft component that has resulted or may
result in an unsafe condition that could hazard seriously the flight safety must
be reported.
b) A condition that could seriously hazard the aircraft is normally limited to:
i. Damage on aircraft structure that could seriously hazard the aircraft or
cause an un-airworthy condition
ii. Serious cracks, permanent deformation, or serious corrosion of structure
found during scheduled maintenance of the aircraft or engine or propeller;
iii. Burn stain due to electrical abnormal operation, burning or deformation of
aircraft structure / engine / component beyond threshold, detected during
schedule maintenance;
iv. Failure of emergency system during scheduled testing;
v. Defect / malfunction on aircraft system / engine / component, which if
undetected could seriously hazard safety of aircraft.
2.18.4 Defects reporting related to Component Maintenance
Any abnormal damage/defect of component is found/detected during shop visit

shall be reported to the respective shop In-charge /concern Engineer. A report
shall be submitted to the Quality Assurance Division for detection of each abnormal
damage, failure, malfunction, or defect in a component or equipment. Details are
described in shop procedure Manual.
2.18.5 Abnormal damage / Defect Reporting Procedure for shops
Any Parts/Component found with unjustified physical damage during receipt

through RSP&S section/Line or, Base Maintenance Section, the shop In-
charge/concerned authorized person immediately informs PE (MSS) about the level
of damage.
If it is observed that the level of damage may be treated as a reportable damage,
the shop In-charge/ concerned authority holder then immediately reports to Chief
Engineer Quality Assurance through PE (MSS)/ DCE (BM).
This reporting is done by the shop In-charge/concerned authorized person. He
properly fills up the Form No. EMM/LB/4414 “Abnormal Damage / Abnormal Defect
Reporting Form” (Duplicate copy) with details description of damage/defect.
Damaged component with copy of the “Abnormal Damage / Abnormal Defect
Reporting Form” is held up in the shop until final decision is made by Chief
Engineer, Quality Assurance.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
MANUFACTURER
2.18.6 Defects reporting procedure
2.18.6.1 Internal Occurrence Reporting

Biman AMO employees shall inform Quality Manager any of the occurrences
experienced during his duty time as mentioned in respective department procedure
manual using Internal Occurrence Reporting Form (Form No; EMM / QA/ 1057). On
receipt of these reports, Quality Assurance will determine the requirement of any
further action such as notification to the concern of the maintenance department or
store department or the OEM to prevent and non-recurring of such a defect or
malfunction to other similar components/equipment.
2.18.6.2 Defect Reporting to CAAB/ State of Registry / Manufacturer

a) To prevent further occurrence of serious defects, Quality Manager shall submit
a report on „Mandatory occurrence / defect reporting form‟ no: CA-31 to the
Chairman, CAAB for occurrence on detection of each failure, malfunction, or
defect in an aircraft, its component or equipment concerning the reportable
defect which could jeopardize the safe operation of an aircraft or cause it to
become a danger to persons or property (Ref: Para 2.18.3).
b) In addition to submitting mandatory defect reports to the Chairman, CAAB the
following type of defects is to be informed to the Type Certificate holder
(normally manufacturer of the aircraft) as early as possible, but in no case
exceeding 72 (seventy-two) hours of the occurrence of the defect or the
detection of the defect:
i. Primary structure failure
ii. Flight control system failure
iii. Engine structure failure
iv. Engine/propeller control system failure
v. Fire in the aircraft; or
vi. Any other condition considered an imminent hazard to safety / affecting
continuing airworthiness.
c) The report should include adequate definitions of the defect and as much data
as is available at the time of forwarding the report relating to the defect.
Information and data not available at the time of forwarding the initial report
should be forwarded later on.
d) Examples of information and data that should be forwarded are shown as
guidelines below:

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
MANUFACTURER
i. A clear description of the defect, fault, malfunctions or other

occurrences using visual aids where practical (photographs or sketch);
ii. Location;
iii. Nomenclature of the applicable part and the serial number;
iv. Aircraft and/ or Engine or Propeller or component time in landings and
flight hours (as applicable);
v. Type and manufacturer serial number of the aircraft;
vi. How the defect was discovered e.g. routine check, special check,
unscheduled observation, service bulletin, and in-flight experience;
vii. Operator‟s analysis of cause including tests that have been performed;
viii. Action planed (if any) by the operator,
ix. Assistance (if any) required by the operator, from the type certificate
holder responsible for the type design such as:
 Repair drawings
 Spare parts required
 Special tools etc.
x. Whether the difficulty resulted in any adverse effects on other parts of
the aircraft;
xi. Previous specific inspections or modifications of the part, if any, and
when those actions were accomplished;
xii. Unique circumstances that occurred in flight or landing either before or
after finding damage; and
xiii. Availability of defective parts for examination.
e) The report shall be submitted as soon as possible but not later than 72 hours
from the time of occurrence or detection of failure, malfunction or defect.
Potentially hazardous occurrence / defects shall always be notified to CAAB by
the fastest available means of communication, followed by submitting the defect
reporting form CA-31. Form CA-31 item 1 through item 7 will be filled in by
reporting Certifying Staff and item 8 and item 9 will be filled in by the Quality
Manager.
f) If any the maintenance activity is subcontracted the subcontracted organization
must report in the same manner by filling up of item 1 through 7 to Quality
Manager who in turn will fill up item 8 & 9 and report to CAAB accordingly.
g) Based on the nature and severity of the defects the manufacturer and other
operators as applicable shall be duly informed in addition to reporting to CAAB.
DCE (Engineering Services) shall afterwards transmit the same to the Type
Certificate Holder as early as possible (if defect fall under the list in Para

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision:
Revision:00
01
Date:
Date:22-08-2022
05-12-2022
MANUFACTURER
2.18.5.ii) but in no case exceeding 72 (seventy two) hours of the occurrence of

the defect or the detection of the defect.
2.18.7 Investigation Procedure and Follow up System
(a) Biman AMO ensures each reportable defect is Investigated to determine its
cause, and that all necessary action is taken to prevent a recurrence. A
committee is formed to investigate each reported Technical Incident /
Reportable defect.
(b) If investigation is not concluded at time of reporting, Quality Manager ensures

that Principal Engineer Aerospace/Principal Engineer Avionics monitors the
progress and submits the final report on completion of investigation.
(c) Methodical progress of investigation for rectification is carried out in accordance

with guidance provided in Maintenance Manual, Structural Repair Manual,
Troubleshooting Manual, Component Maintenance Manual, Wiring Diagram
Manual, OEM rectification instruction etc. when defects are reported in AML are
rectified by the certifying staff with authority number and date in the AML
Maintenance rectification column.
(d) Defective aircraft, components and equipment which are the subject of report is
made available for investigation by the CAAB. Any such components or
equipment removed from an aircraft is not dispatched from Bangladesh, nor
have any work commenced on them if it would impede any investigation without
the prior approval from CAAB.
(e) Attention is drawn to the fact that the presence of a defect in an Engine or a
propeller or any other major Component or equipment of the Aircraft would
constitute a defect in the Aircraft.
(f) A structural failure is a potential cause of an accident and consequently the

Authority desires that particular attention is given to the immediate submission
of a detailed report of any such defect. The defective parts are important
evidence from which the cause of failure may be determined and they must
therefore be held by Biman AMO for inspection by the CAAB. They shall not be
sent out of Bangladesh without the written permission of the CAAB.

Issue: 02
Revision: 00
Date: 22-08-2022
MANUFACTURER
2.18.8 Defect Reporting Records
An internal occurrence reporting system enables the collection and evaluation

including assessment and extraction of those occurrences identifying adverse
trends, corrective action taken to address the deficiencies. Manager Quality shall
maintain records pertaining to un-airworthy conditions/technical occurrences
reported to the Competent Authority, Authority of aircraft registration, Original
Equipment Manufacturer (OEM) and Operator / Customer. Records shall include
complete documentation from initial finding till reporting of such un-airworthy
condition / technical occurrences.
[AMC 145.A.60 (b)]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE
2.19 RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE
2.19.1 General
Components removed from customer aircraft will be handled in the same manner as those
removed from Biman AMO aircraft unless otherwise specified by the customer procedure.
Tagging of unserviceable parts removed from customer aircraft will be in accordance with
Biman AMO procedure (enumerated below) unless otherwise specified by the customer
procedure. The unserviceable component will be correctly blanked and packed prior to
return to stores. The unserviceable component will be returned to the main stores,
awaiting shipment to the customer.
2.19.2 Defective Aircraft Components Removal
a) Defective component means component removed from the aircraft owing to life
limitation, non-repairable defect, failure, excessive error or abnormality.
b) Whenever removal/replacement of Component is undertaken, it needs to be recorded

either in the Aircraft Maintenance Log (AML)/ CABIN Maintenance Log (CML) or in the
NRC or Task Card. On such occasions, the particulars of components removed and
installed including description, location, reason for removal, Part Number, Serial
number, etc. and also certification reference of the serviceable components must be
reflected in the record. The details of the job are also reflected. Similarly, particulars of
adjustments of the components and systems carried out must be entered in detail in
the Logbook or NRC or Task Card. Entries regarding adjustment / rigging of control
systems must be suitably identified for the attention of Inspection Records for
recording the work in appropriate Logbooks.
c) In case of component replacement work carried out at Line Stations the duly signed
Aircraft Maintenance Log (AML) slips are removed on arrival of aircraft, at Dhaka.
d) Components removed from the aircraft must be suitably protected by carrying out
recommended procedures like draining of the residual fluid, inhibition, etc. where
necessary and all the openings and electrical connectors of the components must be
blanked /protected to prevent damage /entry of foreign objects, dust during handling.
e) ESDS components need to be protected by using static sensitive covers. To avoid

damage to LRUs containing ESDS devices, follow ESDS handling precautions given in
AMM. Use a wrist strap with a minimum grounding lead resistance as specified in the
AMM. Use of a low resistance wrist strap can cause injury to persons if a high voltage
source is touched. The grounding lead on the wrist strap must touch the skin to give
the protection that is necessary. Failure to use the wrist strap correctly can cause

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
damage to the ESDS printed circuit boards. Make sure not to touch the pins in the
electrical connector. Make sure a static sensitive ESDS caution placard is installed. Dust
covers should be installed as soon as the unit is out of the aircraft rack and in case of
units being installed, the covers should be removed just only before the installation.
f) In general, defective component will have

i. An UNSERVICEABLE Label.
ii. Part number and serial number of the removed component should be entered
on the Label.
iii. Nature of defect to be entered in the Label.
iv. Before shifting the component should be drained of residual fluid.
v. All open ports to be blanked properly.
vi. Electrical plug to be blanked / protected.
vii. Loose wires or harness along with the unit to be tied up properly.
viii. Utmost care while transporting the item should be taken to avoid mishandling
and as far as possible to be packed in the same container in which the new item
was received.
ix. For preservation and to prevent corrosion lanolin, grease can be used.
x. ESDS item handling precautions should be adhered to.
xi. Defective component involved in incident should be prominently labeled for the
attention of the Quality Manager.
g) The plumbing, electrical connectors and control cables and openings left disconnected
on the aircraft must be suitably protected by installing blanking, covers, clamps, etc. as
applicable to prevent damage or entry of foreign object during the course of
maintenance work or when left unattended.
2.19.3 Defective Aircraft components handling
a) To avoid damage to delicate instruments / electronic units, removed items placed

immediately in original/shop containers.
b) Make sure you keep contamination or unwanted material away from the sensitive
device. Contamination or unwanted material near the sensitive device can cause a
malfunction in the sensitive device.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
c) ESDS components need to be protected by using static sensitive covers. To avoid

damage to LRUs containing ESDS devices, follow ESDS handling precautions given in
AMM.
d) Dust covers should be installed as soon as the unit is out of the aircraft rack and in case
of units being installed, the covers should be removed only just before installation.
e) Defective components after removal from aircraft are handed over to the technical
store upon filling up necessary “UNSERVICEABLE”/ “HOLD”/ “IDENT” Label, as
applicable, with full details of the defect encountered along with supporting
information. On received of defective aircraft component, the technical store
personnel forward the same to component workshop (in house/contracted approved
MRO‟s) through RSP and S/Parts control section.
f) In case of removal of components / parts which are involved in 'Incidents' or any

“Abnormal defect”, the removed component must be suitably marked for the purpose
of investigation and attached with a “HOLD” label.
2.19.4 Aircraft Component Storage Conditions
a) Defective components received for repair, rectification and overhaul are segregated
from serviceable components and will store in an environment which will not cause
the item to deteriorate further.
b) Defective components are stored properly in a secured area until a disposition is made
for the component to be overhauled, repaired, modified, scrapped/destroyed etc.
c) Disposition of such components are in accordance with manufacturer specified

conditions / Customer instructions.
d) Life-limited components which have reached the end of their life (hours or cycles) are
not under any circumstances permitted to be reinstalled. These components must be
permanently withdrawn from service for scrapping or return to the customer for his
disposition.
2.19.5 Defective Aircraft Component Storage
Defective Components removed from aircraft belongs to RSPS Section till the time
no disposal is made to the components (sent to any servicing agency in house or

Issue: 02
Revision: 00
Date: 22-08-2022
abroad). They are stored in a well-ventilated place under close custody for
identification and disposal when required. All these items are kept in a room
placarded as “UNSERVICEABLE STOCK ROOM” but this UNSERVICEABLE STOCK
ROOM is different from the Quarantine Store
2.19.6 SCRAP & BER of Components
RSP&S section receives the component from in house workshops at home and
approved MRO’s from abroad with the remarks as BER or “SEND AS IS”.
When the rotable / repairable is being declared BER by concern group, a
committee headed by Chief Engineer QA will declare the rotable / repairable as
scraped/ rejected and will raise a scrap/ rejection certificate. Members of the
committee are:
a) Chief Engineer, QA - Chairman
b) Dy. Chief Engineer (O/H) - Member
c) GM/ DGM S&MM - Member
d) AM RSP&S - Member
e) Pertinent Shop In-Charge - Member
The above committee checks all the aspects of the item declared as BER by
shop/OEM/ MROs for scrap declaration which followed by issuing a scrap rejection
certificate (SRC Form EMM/ST/6080, Refer Chapter 5.1, SL 27). BER items are hold at
BER room till issuance of Scrap Rejection Certificate. After that related scraped
item will be sent to Procurement and Logistic Department for final disposal by
RSP&S .
[Part 145.A.42 (d) / AMC 145.A.42 (d) 1, 2

Part 145.A.70 (a) 12]

Issue: 02
Revision: 00
Date: 22-08-2022
DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS
2.20 DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS
2.20.1 General
Defective Components removed from customer aircraft will be returned to the
customer unless otherwise specified in the contractual agreement as defined
herein.
2.20.2 Repair Work Order
(a) Whenever any component and Tools is found defective and the maintenance
(repair/overhaul/calibration) for the same is not available within Biman E&MM
workshop or Standard Laboratory, the component is sent to an outside
approved MRO’s for necessary maintenance. Such maintenance is carried out
by agencies as defined in Biman AMO List of contracted AMOs/MROs for
component maintenance (Repair Agency) EMM/ST/6002 approved by Quality
Assurance.
(b) The RSP&S section will raise a Foreign Work Oder for such a defective item
and will preserve the UNSERVICEABLE Label for official Record. Work order
contains with Part Name; Part Number; Serial Number; Quantity, Name of
Aircraft/ Engine; Reason for Removal; Details of Work to be Done; and Name of
Agency etc.
2.20.3 Dispatch / Receipt of aircraft component
(a) The Items after being packed properly are handed over to Receipt and Dispatch
section (R&D) for onward shipment to approve outside Contractors/ MROs.
Receipt and dispatch section shall book the item and provide RSP&S section
the shipping invoice mentioning AWB number and flight details. After received
the AWB number and flight details dispatched mail are sent to Outside
Contractors/ MROs for confirming the receipt of the items. RSP&S section shall
ensure close liaison with the Outside Contractors/ MROs to expedite repair and
return back the items on time.
(b) After completion the work servicing agency returns the item and provides AWB
tracking number to RSP&S section. RSP&S section shall provide the AWB /
tracking number to Export and Import. Section to release the units without delay
and accordingly Export and Import Section release the units after necessary
work and custom clearance and hand over to Foreign Receipt Section (FRS) for
returning the unit to bonded store.
(c) After receipt of the items in the FRS section items are inspected by the FRS
personnel and Store Inspector. Acceptance Procedure and Rejection procedure
is described in MOE 2.2. Scrapping and BER procedure is described in MOE
2.19.
2.20.4 AOG requirement:
In case of AOG, Biman AMO tries to collect the items from nearest TAT provided
agencies if covered the situation. Rather Biman takes loan or exchange the items
from Enlisted suppliers / MROs/ Airlines/ Competent agencies.
[Part 145.A.42 - Part 145.A.70 (a) 12, 14, 16]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
CONTROL OF COMPUTER MAINTENANCE RECORDS SYSTEM
2.21 CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEMS
The “Control of Computer Maintenance Records” procedure is not applicable as no

computerized records are maintained for customers/operators as well as for Biman AMO
record copy.
[Part 145.A.45(e), 145.A.55(c)2, GM 145.A.55(a)]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
CONTROL OF MAN-HOUR PLANNING VERSUS SCHEDULED MAINTENANCE WORK
2.22 CONTROL OF MAN-HOUR PLANNING VERSUS SCHEDULED MAINTENANCE WORK
2.22.1 General
a) A pre-input meeting is scheduled with the concerned Managers to arrange sufficient

resources prior to each scheduled check keeping in view actual manpower, shift
patterns and material resources. In the meeting each manpower/man-hour breakdown
estimate for scheduled maintenance checks is accomplished utilizing the following
criteria:
i. Historical data of actual man-hours booked during previous checks.
ii. Manufacturer’s data from maintenance planning documents MPD, AMP,
SB’s…etc.
iii. Direct man-hour estimates from engineering experience.
iv. Feedback from maintenance following the accomplishment of checks.
v. Human Factor and Performance Limitations
b) During each pre-input meeting, previous check pre-input meetings’ estimated man-
hours and actual man-hour figures are evaluated and the necessary action taken on
continuous basis.
c) Accountable manger will be informed via Quality Manager in case of deviation
exceeding 25% between the work load and the man hour availability.
a) Control of Man Hour planning versus scheduled maintenance work involves planning
and scheduling the maintenance work and controlling man hours to ensure timely
completion of the job. The man-hour plan relates to anticipated / scheduled Aircraft
/Engine/APU /accessories maintenance work load.
b) Total work load includes all necessary work such as, but not limited to, detail work
planning, maintenance record checks, issue and distribution of work sheets/procedure
sheets/task cards, accomplishment of maintenance, inspection and completion of
maintenance records.
c) Initial responsibility to estimate man hour for a schedule check is on Production
Planning Manager. Deputy Chief Engineer Base Maintenance, Deputy Chief Engineer
Line Maintenance and Deputy Chief Engineer Component Maintenance are responsible
to detail actual manpower that would be required to complete the schedule check
smoothly within the scheduled timeframe.
d) Initial responsibility to estimate man hour for Component Maintenance, Deputy
Chief Engineer Component Maintenance is responsible to detail actual
manpower that would be required to complete the schedule/unscheduled
component maintenance smoothly agreed by Maintenance Manager. The man-
hour plan reviewed at least every 3 months and updated when necessary and
kept in the shop.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
2.22.3 Daily Workload Planning
a) Principal Engineer (maintenance planning) is responsible for daily aircraft slot plan,
which provides an overview of all aircraft scheduled for maintenance. This slot plan
contains information on:
i. Aircraft type, and Registration;
ii. Scheduled flight arrival, departure, time and date;
iii. Planned scope of work for each scheduled aircraft input.
iv. Customer aircraft / aircraft component maintenance.
b) During a Workload Planning the following items are discussed with regard to the
expected workload, based upon the above-mentioned slot plan:
i. Availability of tooling and ground support equipment;
ii. Availability of spare parts & materials;
iii. Availability of Hangar space;
iv. Detail manpower and certifying staff;
2.22.4 Monthly Workload Planning
Monthly Workload Planning is performed by the DCE Planning for the maintenance of each
type of Aircraft. During this Workload Planning scheduled and forecasted aircraft inputs for
3 months in advance are reviewed and following items are discussed with regard to the
expected workload, based upon the above-mentioned slot plan:
a) Availability of manpower and certifying staff;
b) Availability of tooling and ground support equipment;
c) Availability of spare parts & materials;
d) Availability of Hangar space
2.22.5 Manpower Planning
a) The maintenance man-hour planning is based on the man-hour spelt out in MPD plus
Biman AMO’s own experience. Man-hour that would be required for any schedule task
is initially extracted from the MPD &upon adding the value of Biman AMO’s experience
PE(maintenance planning) estimates a requirement of Manpower and forward the
same to concerned Deputy Chief Engineer (Base or Line or Component Maintenance)
along with check package.
b) Deputy Chief Engineer (Base Maintenance) will deploy actual manpower depending on
the skills of manpower & availability of supporting equipment to perform all the jobs
included in check package and nominate Certifying Staff for the said package. The man-
hour so planned is also required to take care of exigencies such as major unscheduled
repair work. Principal Engineer Base Maintenance is ultimate responsible to ensure the

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
utilization of manpower as per planned schedule and depending on the work, he

allocates Certifying/Support staff and Mechanics.
c) Principal Engineer (Line or Component Maintenance) will deploy actual manpower
depending on the skills of manpower & availability of supporting equipment to
perform all the jobs included in check package. The shift or work allocation sheet is
made by him and depending on the work; he allocates the Certifying Staff and
Mechanics. In line Maintenance the man-hour is planned depending upon the number
of flights operating through the base per week and the number of Transit and
Extended transit checks required to be performed. The man-hour requirement is
increased depending upon increase in operating flights and “Out of Phase” Inspections.
d) Principal Engineer (Base & Line Maintenance) must follow up on the execution of
maintenance work at the respective Bases to ensure that it proceeds in accordance
with the operational framework defined to achieve a satisfactory level of quality.
Respective sectional Head shall continuously monitor man-hour plan and record actual
availability of personnel against planned availability, ensuring that at least 50% of
actual man-hours are provided through permanent employees.
e) Principal Engineer Component Maintenance will deploy actual manpower
depending on the skills of manpower & availability of supporting tools &
equipment to perform all the jobs for 06 shops (Instrument, Electric, Radio, Life
safety, Component & Wheel shop). Component Maintenance man-hour planned
depending upon the removal of the aircraft components
(schedule/unscheduled.). The man-hour requirement is increased depending
upon increase of work load.
f) Maintenance Manager compiles the ‘Master Man-Hour Plan' based on expected work
load i.e own and customer aircraft / aircraft component maintenance of the entire
Organization. Then available man-hours are calculated keeping in view of assessed
training needs of personnel and leave rosters. Maintenance Manager in coordination
with all concerned personnel shall review Master Man-Hour Plan on quarterly basis
and shall amendment, when necessary. Sectional man-hour plan for base maintenance
shall relate to aircraft hangar visit plan. Aircraft component maintenance man-hour
plan would relate to aircraft component planned maintenance and shall evaluate
possibility to ensure this workload in respect of available staff. Sectional man-hour
plan of Quality monitoring staff would relate to annual Quality Audit Plan and shall be
prepared by Manager Quality Assurance for ensuring availability of sufficient staff to
carry out their duties properly.
g) Significant deviation from the maintenance man-hour plan (i.e. more than a 25%
shortfall in available man-hours during a calendar month) should be reported through
the respective Chief Engineer to the Quality Manager and the Accountable manager
for review.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
2.22.6 Hangar Space Planning
The Production Planning Manager is responsible to ensure preparation of a hangar space

planning forecast, as required, to ensure that the aircraft hangars are available and large
enough to accommodate aircraft on planned base maintenance. The hangar space-
planning forecast to be made considering both scheduled maintenance check and
unscheduled maintenance work of own aircraft and customer. Principal Engineer
(maintenance planning) is responsible to ensure on a daily basis that the current hangar
space is available.
[Part 145.A.30 (d) / AMC 145.a.30 (d) 1, 2, 3, 4, 5, 7, 8

Part 145.A.70 (a) 12 (b)]

Revision: 00
Date: 22-08-2022
CONTROL OF CRITICAL TASKS
2.23 CONTROL OF CRITICAL TASKS

2.23.1 Purpose
a) The purpose of this procedure is to establish the scope of Critical Maintenance (CMT)
tasks and take special measures to capture errors on critical systems and minimize the
risk of multiple errors and errors being repeated in identical critical maintenance tasks
during maintenance as per CAAB 145.A.65.
b) To provide a clear guidance on how to identify, categorize and handle the CMT's to
comply with CAAB requirements.
a) Chief engineer production is responsible for to ensure that a CMT is performed in
accordance with section 2.23.6 of this procedure.
b) Certifying staff is responsible for carrying out and/or certifying the CMT as per this
procedure.
2.23.3 Definitions
a) Critical Maintenance Task (CMT):
CMT means a schedule maintenance task that involves the assembly or any
disturbance of a system or any part on an aircraft, engine, or propeller that, if an error
occurred during its performance, could directly endanger the flight safety.
A CMT involving some element of disassembly / reassembly of several aircraft
components of the same type fitted to more than one system on the same aircraft
during a particular maintenance check.
b) Independent Inspection:
An independent inspection is an inspection performed by an ‘independent qualified
person’ after completion of any task assigned for such inspection and he satisfies that
no deficiencies have been observed during inspection.
• Authorized Person: The ‘authorized person’ is the person who performs the task or
supervises the task initially, and he carries full responsibility for completion of the
task in accordance with the applicable maintenance data.
• The ‘independent qualified person’ is the person who performs the ‘independent
inspection’ and attests the satisfactory completion of the task that no deficiencies
have been found. The independent qualified person’ does not issue a certificate of
release to service; therefore they do not require certification privileges.
• The certificate of release to service is issued by the ‘authorized person’ after the
independent inspection has been carried out satisfactorily.

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Date: 22-08-2022
• The record of independent inspection is maintained by keeping signature of both

inspectors on the Task card that requires such inspection.
c) Vital Point:
A vital point is an inspection item, which can cause an accident in case of non-
functioning or failure (engine dolly, engine components, primary flight controls, and
propeller fixture).
d) Control System:
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 mechanism.
2.23.4 Critical Maintenance Task data sources:
Critical Maintenance Tasks is obtained from the following data sources:
i. Information from any the ICA (Instructions for Continuing Airworthiness) provided
by the Type Certificate holder.
ii. Accident reports.
iii. Investigation and follow-up of incidents.
iv. Occurrence report.
v. Flight data analysis.
vi. Finding from audit report.
vii. Normal operations monitoring scheme.
viii. Feedback from training.
ix. Maintenance related reliability issues.
x. Schedule Task cards that are included in AMP.
2.23.5 Identification of Critical Maintenance Tasks

During accomplishment of Schedule Maintenance Check Package, Critical task card are
identified by Production Planning Engineer. For any unscheduled maintenance, Critical
Task Card form remaining sources listed in Para: 2.23.4, are identified by the Certifying
Staff on the basis of following criteria.
a) Stand-alone maintenance task that is falling under the definition of CMT as per section
2.23.3.
b) Same task on more than one component in the same system or similar system that
falls under the definition of CMT in section 2.23.3 when performed together.
Note: Task mentioned is not critical maintenance task by definition if it is stand-alone but
will become critical only when performed on more than one component in the same system
or similar system during the same maintenance input.
c) Tasks that may affect the control of the aircraft, flight path and attitude, such as
installation, rigging and adjustments of flight controls.

Revision: 00
Date: 22-08-2022
d) Tasks that may affect Aircraft stability control systems (autopilot, fuel transfer system).
e) Tasks that may affect the propulsive force of the aircraft, including installation of
aircraft engines and propellers.
f) Overhaul calibration or rigging of engines, propellers, transmissions, and gearboxes.
g) Direct input from QA or Engineering Services or Certifying Staff on the basis of
investigation result, flight data analysis, result of audits, normal operations monitoring
schemes, feedback from training or in service experience.
2.23.6 Accomplishment of CMT
a) Item identified in 2.23.5 a, c, d, e, f & g is controlled, planned and performed with
Independent inspection steps.
b) Items identified in 2.23.5 b is controlled, planned, and performed according to one of
below methods:
i. Stagger of scheduled maintenance dates on essential or primary systems is
essential so that the accomplishment of CMT is segregated. Fleet Planning
Engineer should ensure that such tasks are separated by at least one flight cycle.
ii. Where it is not practical to introduce staggered maintenance dates, critical
maintenance tasks is performed independently by separate work teams (including
mechanics / technicians/ Certifying Staff/Support Staff).
iii. Or perform these tasks by one team and add independent inspection step.
c) Independent Inspection procedure:

i. For identified CMT’s of schedule maintenance check, C-Certifying staff or
Production Planning Engineer finds out the requirement of independent
inspection. The inspection uses the error capturing method. Independent
inspection is carried out by at least two qualified persons.
ii. The independent inspection performed by an ‘independent qualified person after
the task has been carried out and completed by an ‘authorized person’ taking into
account that the ‘authorized person’ carries full responsibility for satisfactory
completion of the task. The ‘independent qualified person’ attests completion of
the task when he satisfies that no deficiencies have been observed during
inspection.
iii. Maintenance certification for the task card is issued by the authorized Certifying
Staff after the independent inspection has been carried out satisfactorily. The
‘independent qualified person’ signs on the Task Card within the area stamped as
INDEPENDENT INSPECTION CARRIED OUT.
iv. The independent inspection ensures correct assembly, locking and sense of
operation. When inspecting control systems that have undergone disturbance, the
independent qualified person should consider the following points independently:

Revision: 00
Date: 22-08-2022
1. All those parts of the system that have actually been disconnected or
disturbed should be inspected for correct assembly and locking.
2. System as a whole should be inspected for full and free movement over the
complete range.
3. Cables should be tensioned correctly with adequate clearance at secondary
stops.
4. Operation of the control system as a whole should be observed to ensure
that the controls are operating in the correct sense.
5. If the control system is duplicated to provide redundancy, each system
should be checked by different authorized persons.
6. If different control systems are interconnected so that they affect each
other, all the interactions should be checked through the full range of the
applicable controls.
v. Software that is part of the critical maintenance task should be checked, for
example: version, compatibility with aircraft configuration.
vi. Components, Systems or Vital points subject to Independent Inspections, must not
be disturbed or readjusted between the first and second parts of an inspection.
vii. The CMT is signed by appropriately qualified Certifying / Support Staff certifying
the task sign off. The independent inspection is signed by an independent person
who is appropriately qualified, authorized Certifying / Support Staff and has no
other involvement with the task.
The independent inspection is carried out as soon as possible after the task has
been initially perfomed, but not later than 24 hours of the task completion.
After completion and sign off of the independent inspection, the inspection is
cleared by issuance the CRS/Sign Off as applicable.
viii. All Independent Inspections in Line Maintenance is recorded in Aircraft

Maintenance Log 'Defect / Rectification ' part of the current log page.
d) In case of Limited System Disturbance:
i. The degree of system disturbance (and hence the degree of Independent

Inspection required) may be limited to a localised area by any conventional
method which ensure that the remaining (undisturbed) portion of the system
retains its total integrity.
ii. The persons carrying out Independent Inspection on the portion of the system
affected by the disturbance is satisfied that the methods employed to limit the

Revision: 00
Date: 22-08-2022
degree of disturbance have retained the system's total integrity. If any doubt
exists, complete system Independent Inspections shall be carried out.
iii. Whenever controls are disconnected or changed, an actual breakdown must be

detailed on the relevant aircraft worksheets, work cards or AML and the signatures
for the Independent Inspection must appear where necessary against each
individual breakdown.
iv. Where an Independent Inspection has been necessary over the whole of the
system, it must be stated to this effect. Where the range of movement of any
control has been affected or could have been affected, the required and obtained
ranges must be shown on the aircraft work documents.
e) Controls Functioning:
i. It is required that during functional checks, the authorized person performing the
task operate the controls in the flight deck, maintaining the sequence of
operations specified in the relevant worksheets or manuals. Another person
approved to sign off the Independent Inspection check on the control movements
in the same work sequence.
ii. For the independent inspection, the two involved persons change position and
repeat the check in identical sequence. It is also the responsibility of persons
carrying out control function checks to ensure the correct operation and sense of
the associated indication and alarm systems.
f) Re-Inspection Procedure:
i. Re-Inspection Procedure is only applicable at Outstations.
ii. A Re-inspection is an error capturing method subject to the same conditions as an

independent inspection except that the ‘authorised person’ performing the
maintenance task is also acting as ‘independent qualified person’ and performs the
inspection.
iii. A Re-inspection is only be used in unforeseen circumstances at outstations only

when only one person is available to carry out the task and perform the
independent inspection. In this case Certifying Staff at outstation raises a DMI for
another inspection at Dhaka to reduce the risk.
iv. Engine Oil Servicing is considered as critical maintenance task. In order to eliminate
the error of oil tank cap missing after engine oil servicing, a re-inspection
procedure shall apply in all stations without raising DMI. The re-inspection is
carried out by certifying staff. The authorized staff that carried out the oil servicing

Revision: 00
Date: 22-08-2022
conduct a re-inspection within a reasonable time at location of the departing

aircraft. The re-inspection is indicated on Aircraft Maintenance Log (AML) with a
certification in column 19.
g) Systems considered as CMT and falling under the criteria:

i. All Flight Control Systems, including the main control surfaces, the lift and drag
devices and trim and feel systems, together with any flight control lock systems
and associated operating mechanisms and controls.
ii. Engine Control System including the primary engine controls and related control
system (e.g. throttle controls, fuel valve controls, including HP, LP, cross feed and
oil tubes) disturbed during maintenance action.
iii. Vital Points.
iv. All Control System Components, parts of which are concealed during bench
assembly, shall be inspected in duplicate on installation during maintenance. Both
parts of the Independent Inspection together with the results of any tests carried
out during and after final installation / adjustment, shall be signed off on the
Inspection Record for the part concerned.
h) Company Requirements:
From time-to-time Independent Inspections is required on items, which have proved

vulnerable in service. The following items are current in this category and are subject
to Independent Inspections in accordance with this procedure:
1. Undercarriage Free fall Systems: Release mechanisms and control runs.
2. Emergency Escape Systems: Slide installation, firing mechanism connections, girt

bar installations and rigging, door assist deactivation/slide safety pin removal.
3. Engine Oil Systems MCD's: Installation of seals and final fit.
4. Engine borescope: Installation of blanking plates/ plugs.
5. Fuel Tanks system: Interior inspection prior to closure. Critical Design

Configuration Control Limitations (CDCCL) items
6. Flight Deck Seats: Final fit and function.
7. Instrument Panels: Mechanical security after final closure.

Revision: 00
Date: 22-08-2022
8. Slats and Flaps: Command Sensor Unit, Feedback and Asymmetry PPUs, IPPU,
APPU, FPPU, WTB, Flap Lever Position Transducer.
9. Spoilers: Speed Brake Transducer, Roll Transducer, Spoiler Actuator, and Servo
Valve and Spoiler Maintenance Key.
10. Elevator: Pitch Uncoupling Solenoid, Artificial Feel Actuator, elevator position
transducers, and THS electrical motor, SSTU.
11. Pitch Trim: THS actuator, Position Sensor, Trim Switch.
12. Rudder: Trim Actuator, Trim Control Switch.
13. Aileron: Trim Actuator, Trim Control Switches.
14. Engine Power: PMC, MEC, Throttle TLA Resolver and Micro switch unit, HP Fuel
Control Lever, EEC, EIU and Thrust lever position transducer.
15. Landing Gear: Torsion links Apex Bolt Removal / Installation or torque values.
16. When performance adjustments are carried out on an engine, the achieved
results are the subject of an independent and recorded check by another
appropriately Certifying Staff. Such a check is also required on the first engine
ground run following installation or major component change, e.g., thrust reverser,
even if no adjustment was required.
In this context, "Independent Check" is a check to ensure that the figures recorded,
and the data used to achieve them, are appropriate and satisfactory to the specific
engine/control/effectivity of the engine installation. It is to be carried out by an
appropriately Certifying / Support Staff, independent of the Certifying / Support
Staff responsible for the run.
In respect of all Independent Inspections, it is a company requirement that the

person performing the second part of the inspection, will review the complete task
against the approved technical data (e.g., MM, OHM, Service Bulletin or as
applicable to the task). At this stage, the second Inspector will thereby make an
independent assessment of the entire scope of the inspection of the work
performed.

Revision: 00
Date: 22-08-2022
2.23.7 Flow Chart:
[Part 145.A.65 (b) 3 / AMC 145.A.65 (b) 3

Part 145.A.70 (a) 12 (b)]

Issue: 02
EXPOSITION (MOE)
Date: 08 Feb 2022
Revision:
Revision: 00
01
Date:
REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES
2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES
2.24.1 Engine on-wing Run-up Procedure
On-wing engine run procedures are described in manufacturer’s maintenance manuals of

different aircraft/engine and such procedure is directly used on site without any specific
Biman AMO additional procedure. Personnel involved in engine ground run is provided
with specific training and issued with authorization from Quality Manager for this
particular job.
2.24.1.1 Scope and Responsibility:
a) It is the responsibility of the Deputy Chief Engineer/Principal Engineer concerned to

select a certifying staff for engine ground run who is duly authorized by the Quality
Assurance Department for Engine Ground Run in respective type.
b) It is the responsibility of the certifying staff to select and brief his ground run crew to
observe all applicable safety and technical instructions whilst running engines in
accordance with the Aircraft Maintenance Manual.
c) At least four persons are required to perform ground run of Engines-two person
qualified, specially Trained for EGR & with EGR Authorisation in the cockpit, one on
ground on headset and another to be with firefighting equipment (Aircraft Mechanic
or Above Trained for EGR ground activity)
d) It is the responsibility of the ground run crew to adhere to the instructions of the
certifying staff.
e) It is the responsibility of the headset personnel to ensure ground safety during engine
ground run and call for an immediate engine shut down any time becoming aware that
personnel are in danger.
f) It is the responsibility of the person equipped with firefighting equipment to follow
instructions from headset personnel in case of fire.
g) Ground run Certifying staff will occupy captain’s seat and one from ground run team
will occupy first officer’s seat in the cockpit during ground run.
2.24.1.2 Procedure:
(1) The certifying staff ensures that care is taken to prevent damage to the
aircraft/engine during engine running.
(2) He prepares for the engine ground run as follows:
(i) Ascertain reason for ground run and prepare engine run sheets.
(ii) Review aircraft technical log and check deferred defect to ensure that the
aircraft engines and systems are operational.
(iii) Appoint experienced and knowledgeable staff to assist with the following
functions:

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 Right hand seat in cockpit

 Headset and
 fire extinguisher duties
(3) Brief all crew members to ensure that they are conversant with their duties and are
aware of personal safety requirements, particularly the procedures, cautions and
warnings in the Aircraft Maintenance Manual regarding the inlet and exhaust areas of
engines during ground running, danger zones and engine safety corridors.
(4) Ensure that the aircraft is not run facing any building, hangar, or large permanent
structure unless it is at a safe distance away in case it should jump the chocks.
(5) Obtain the wind speed, direction, and temperature, and ensure aircraft is correctly
and safely positioned.
(6) Ensure that an adequate portable fire extinguisher is located in the immediate vicinity
of the aircraft on the engine run location.
(7) Ensure the apron is clean and free of foreign objects.
(8) Ensure that no other aircraft are immediately ahead or behind the aircraft being run-
up to avoid jet blast damage.
(9) Ensure that only those persons directly concerned with the engine ground run are
permitted in the flight deck.
(10) At outstations Contracted Maintenance Provider Certifying staff must ensure that the
instructions or guidelines published by local airport authorities related to Engine
ground run are compiled.
(11) If engine ground run is performed by Biman certifying staff at outstation, Contracted
Maintenance Provider station in-charge briefs the instructions or guidelines published
by local airport authorities related to Engine ground run to Biman certifying staff.
Biman certifying staff ensures that these instructions or guidelines are compiled. A
qualified representative of contracted maintenance provider at outstation
coordinates with local agencies & authorities for obtaining necessary local clearances.
(12) During the engine ground run, the certifying staff ensures relevant ground crew
members are using hearing protections and are positioned forward and to the side of
the aircraft nose wheel and in sight of the headset operator.
(13) The procedures and precautions detailed in the approved ground run Check list
and/or Aircraft Maintenance Manual are carried out accordingly.
(14) The headset operator is responsible for ground safety, and at any time he becomes
aware those personnel are in danger he will call for an immediate engine shutdown.
(15) Extra care is taken to assure that the chocking procedures are followed, the headset
operator shall pay particular attention to the wheels and chocks in order to advise the
cockpit if it appears that the aircraft is about to move.
(16) At all times, the ground crew are to remain forward of the nose wheels. The only
exception to this will be for the purpose of engine adjustment or leak checks with the

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engine at GROUND IDLE. Under the control of the certifying staff, the headset
operator advises the staff/technician to approach the engine from the side through
the safe entry corridor and also advises the certifying staff when staff have returned
to a position forward of the nose wheels.
(17) If the ground run is being made at a location where the running engines' jet blast
constitutes a hazard to passing aircraft, the headset operator shall advise the
certifying staff to reduce the engine speed to idle upon approach of the aircraft. This
idle speed shall be maintained until the headset operator gives an all-clear signal.
(18) Only authorized personnel involved in the engine ground run are permitted within the
30 meters’ radius of operating engines.
2.24.1.3 Ground Run Restrictions:
Various airfields have different levels of restrictions for Engine Run-up in regard to times
and positions, as such prevailing regulations/instructions/notices must be observed strictly.
2.24.1.4 Communications:
Prior to start an engine ground run, permission is obtained from the Air Traffic Control
(ATC) Tower. Engine Ground run personnel is conversant with the intercom system.
Intercom must remain established during the whole period of ground run. VHF
communications in contact with the control tower should remain active all through EGR
period and to be used wherever required.
2.24.1.5 Checklist:
Appropriate maintenance manual and / or Engine Ground Run Checklist is used at all times.
2.24.1.6 Thrust Control:
All thrust control operations is in a gentle manner to prevent thermal damage to the
engine. Unnecessary power busting is avoided. It is ensured that Engine take-off power is
only be used where extremely essential and called for. When instrumentation or control
adjustment is being checked, extreme cautions are to be exercised during approach to
maximum power to avoid possible over speed / over temperature.

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2.24.1.7 High Power Engine Ground Run:

Aircraft engine Ground Run-up is conducted in front of Biman Engineering Hangar in case
of idle power or mid power range. In that case two (02) additional personnel are
employed to monitor or restrict any motorized or non-motorized vehicle. Engine High
Power runs is only be conducted in areas of the Airport where the jet blast does not
impact aircraft flying and maneuvering areas, areas that will produce excessive dust,
near offices and passengers, etc. For high power engine ground run alternate locations
such as Taxi way can be selected as permitted by control tower. After positioning the
aircraft at taxiway for high power ground run, the rest of the ground run procedures are
same stated above.
2.24.1.8 Shutdown:
A period of idle must be allowed after running to allow temperature to stabilize. This
time varies with different installations on different aircraft and hence the appropriate
AMM is to be consulted.
2.24.1.9 Recording:
After completing the Engine Run-up, records to be made in the appropriate technical
document mentioning total fuel burned, reading of instruments and indicators etc. as
required. When power assurance check is performed, data is calculated accordingly. Any
defects noticed during ground run also entered /recorded in the AML or NRC.
Conservativeness is observed for burning fuel during engine ground run.
2.24.2 Bore scope Inspection (BSI) of Aircraft Engines and APU

Schedule/Unscheduled Bore Scope Inspections are carried out on aircraft engines to
determine engine’s internal hardware condition, gas path contamination and internal oil
leakage. Bore scope Inspection is performed in accordance with manufacturer’s
instructions / AMM. This method of inspection requires the use of delicate instruments
and is to be performed only by qualified persons possessing good judgment, adequate
interpretative knowledge, and good eyesight.
2.24.3 Technical wash
Technical wash is performed to improve engine performance as well as engine EGT margin.
Engine compressor / core wash is performed in accordance with manufacturer’s
instructions / AMM.
2.24.4 Aircraft Pressure Run Procedure
Aircraft pressure run procedure shall be accomplished in accordance with applicable
maintenance manuals of particular aircraft and such manufacturer procedure is directly
used on site without any additional Biman AMO procedures.
CAUTION: Personnel affected by head colds or respiratory disorders are precluded from
conducting pressure test.

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2.24.5 ENGINE SPLITTING AND ASSEMBLING
(1) Procedure for GE90-115B Engine Fan Stator Module Removal and Installation
In order to facilitate engine transportation Fan Case is removed from GE90-115B
Engines. Fan Case Removal and Installation of the GE90-115B engines are done by
Maintenance personnel holding B1 Authorization. To accomplish the job a Procedure is
prescribed in Form no BGE 007 (refer chapter 5.1 SL 21).
(2) Procedure for GEnx-1B Engine Fan Stator Module Removal and Installation
In order to facilitate engine transportation Fan Case is removed from GE90-115B
Engines. Fan Case Removal and Installation of the GE90-115B engines are done by
Maintenance personnel holding B1 Authorization.
(3) Procedure for CFM 56-7B Engine Splitting and Assembling (B737 NG)
Due to non-existence of CFM 56-7B capability for splitting and re-assembling of
engines, Biman does it by third party through an agreement as per the requirements. It
is the responsibility of Biman to ensure the industry standard procedures are followed
during splitting and assembling.
(4) Procedure for PW150A Engine Splitting and Assembling (Dash8 Q400)
Due to non-existence of capability for splitting and re-assembling PW150A engines,
Biman does it by third party through an agreement as per the requirements. It is the
responsibility of Biman to ensure the industry standard procedures are followed during
splitting and assembling.
(5) Additional Information:

In order to facilitate transportation of APU, GEnx-1B, CFM 56-7B Engine, GE90-115B
Core Engine and PW150A Engine, Engine Build Up shop performs necessary packing
including cleanliness.
2.24.6 Aircraft Towing Procedure
Qualified personnel (appropriately trained and authorized or Type Rated in B1/B2

category) supervise aircraft towing. Towing is also performed as per described procedure
in respective aircraft AMM chapter 9. General towing procedure is described below.

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2.24.6.1 Towing of Aircraft

This procedure details the requirements, responsibilities, and precautions for Towing of
aircraft. Applicable Aircraft Maintenance Manuals and equipment instructions must be
referred to during Towing of aircraft. Towing with Towbar and Towbarless Tractors are
carried out by Maintenance in association with GSE Dept./ Station Ground Handling
Agencies.
Towing operations are carried out under direct supervision of an authorized personnel
(Certifying Staff or PFI holder) who will be the Team Leader. Contracted maintenance
provider is responsible for Towing operation at line stations. Following points shall be
observed while Towing operation of an aircraft:
(1) Carry out a pre-departure walk around in accordance with section approved PDC check
sheet.
(2) Only approved (as specification recommended by aircraft manufacturer) and
serviceable towing tractors shall be used for towing operations of different aircraft
types for appropriate capacity. Ensure appropriate (for each type of aircraft)
serviceable tow bar is engaged if required. Ensure tow bar is correctly and safely
engaged with Tow Tractor and Aircraft. Align the tractor or tractor/towbar
combination with the centerline of the aircraft before the aircraft movement.
Completely raise the towbar wheels before the start of the aircraft movement.
(3) Before starting Towing a Briefing shall be done among Engineering Team & Tractor
Operator. It is to be determined about the type of Towing operation, Aircraft
configuration, Location of Aircraft reposition, Towing Path and safety measure to be
taken well before any prediction of emergency condition.
(4) Tractor operator brake operation:
 Tow Tractor brake is engaged after engagement with Tow bar and Aircraft,
brake remains engaged till removal of all chocks before commencing
Towing.
 Just before commencing towing Tow Tractor Brake is released and towing
should be started.
 After completion of Towing, Tow Tractor Brake is applied and remains
applied till all wheels (Forward & Aft) chocks are placed.
 Tow Tractor Brake is not applied suddenly, shall be applied smoothly.
 During Aircraft Towing, if there is a situation to stop the aircraft, Tow
Tractor brakes is to be applied very smoothly.
(5) After ensuring all equipment are cleared, Boarding Bridge(if applicable) is removed and
in safe position and Towing path are clear of all obstruction providing special attention
during aircraft turn.
(6) During Towing wing overlap with other aircraft shall be avoided.
(7) Towing operation is only be carried out using personnel trained and authorized to do
so.
(8) Communication During Towing

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An aircraft departure is always be conducted using interphone communications. lf

the interphone becomes unserviceable, use conventional hand signals. [Ref.
3.39.14(I)(k)]
Note: Not applicable to main gear pushback unit departures. prior to departure, a
briefing shall be held between the flight crew and the ground staff member
responsible for the departure, including:
 Review departure specifics (e.g. direction of movement, final positioning,
taxi out direction).
 Review hand signals to be used, including emergency signals.
(9) Where applicable, the WING WALKER or other assist personnel shall:
 Be under the direction of the responsible ground staff member at all times.
 Use two marshalling wands, either day wands or illuminated wands for low-
visibility operations.
 Be positioned before and during movement of aircraft as follows, where
applicable and/or permitted:
i. Approximately 1 m (3 ft) outboard of the wingtip
ii. In line with the rearmost main gearwheel
 Maintain visual contact with ground staff member responsible for
pushback/towing.
 Ensure the aircraft movement path is clear of any obstruction (i.e., other
aircraft, vehicles
 Provide "Safe to Proceed ' clearance signals at all times to the ground staff
member responsible for pushback by using a distinct " pendulum" motion
of the arm.
 Continue to monitor the aircraft path until the aircraft is stopped at the
departure point.
 If at any time during aircraft movement the wing walkers are unsure or
identify an imminent danger, signal the person responsible for towing with
the "STOP “signal.
 Give the "Aircraft Hold" signal to the brake operator when the visual "Brakes
Set" signal has been received from the ground staff member responsible for
towing. The crossed wands may be over the head or in front of the chest.
(10)Three qualified (non-certifying maintenance staff) and trained (towing training

completed) persons are deputed for towing of an aircraft. During night towing,
Navigation light remain ON, and wing tip persons (two additional) are equipped with
flashlight and whistle for signaling. Extreme care is taken while towing at night or in
critical areas.
(11)Only qualified staff operates towing equipment
(12)Chocks are NOT be removed from the aircraft until the Tug and towbar have been
attached to the aircraft and the tractor’s brakes applied.

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(13)Reference is made to applicable aircraft maintenance documentation with regards to

maximum permissible towing angles, aircraft stability and maximum permitted fuel
load for towing.
(14) Ensure shock strut, Tires are inflated properly, and brake systems are serviceable.
Ensure the hydraulic system pressure for aircraft braking and/or the brake
accumulator is within the required pressure range. Refer to the specific AMM
procedure for each aircraft type for details.
(15) Aircraft weight, tractor performance and airfield topography can affect the towing
speeds. Towing speeds shall be kept to a minimum and shall not exceed the towing
speed limit as regulated by the towing equipment, aircraft and airport.
lf requested by ATC to 'Expedite' due to a live runway crossing, ATC must be
informed if this is not possible. ATC shall also be informed if towing speeds are
restricted when towing on live taxiways, as this can lead to congestion on the
airfield.
(16) Ensure all nose and main gear down lock pins or sleeves are installed and streamers
are visible.
(17) For towing purposes, the nose wheel steering system must be deactivated. This is
normally carried out by installing a bypass safety pin or by a two position-towing
lever, which must be set in the towing position and locked by a safety pin before
connecting towbar or tow tractor, or by keeping steering system depressurized by
means of switching off towing switch or disconnecting torque links where applicable.
Applicable Aircraft Maintenance Manuals must be referred to at all times.
(18) All aircraft passenger doors, cargo doors, landing gear doors, access doors and
panels are closed latched/locked.
(19) All engine cowls are closed and latched.
(20) Anti-collision beacon and navigation lights remain ON for the duration of the towing.
(21) The headset operator remains situationally aware of his/her surroundings when
using a headset with a cord in the area around the tug and nose gear. lf the headset
operator is walking on the ramp, maintain visual contact and ensure a safe distance
is maintained from the nose gear/pushback tractor during the entire towing
maneuver. lf the headset operator is too close to the nose gear/pushback tractor,
the towing maneuver must be stopped and a review of the required safety clearance
conducted.
(22) Care is taken when towing with engines running to prevent foreign object ingestion.
(23) Spare pair of chocks are available on the tug for emergency use.
(24) Pushback operation should be started only in a straight line. During Towing/Push
Back of Aircraft, Tow Tractor operator should maintain the Tarmac Entry/Exit lines
with the Tractor and Aircraft at the center line. At the end of Towing/Push Back
operation, Aircraft must be moved at straight line and maintaining the center of
Aircraft aligned with the line.
(25) Extreme caution is exercised when towing aircraft on a sloping taxiway.

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(26) Ensure person in the cockpit is thoroughly conversant with operation of brake
system (both normal and emergency) and Intercom. He shall monitor radio
communication with ATC during the towing operation. The flight interphone will be
used for communication with the Headset Mechanic at all times.
(27) The maximum allowable towing angle is observed and never exceeded at any time
during towing/pushback. Maintenance staff shall alert the tow tractor operator in
case the pushback angle is about to exceed as indicated by markings on nose gear
wheel well doors. In the event of exceeding steering angle, maintenance staff shall
inform flight deck crew and assigned engineer (certifying staff) as inspection of nose
gear may be required.
(28) Clearance for Towing is obtained from Air Traffic Control Tower.
(29) Align the pushback tractor/towbar or the Towbarless Tractor with the centerline of
the aircraft nose gear at the end of the pushback phase of the towing maneuver.
(30) Relieve torsional stresses applied to the landing gear components and tires by
moving the aircraft in a straight line for a few meters to ensure the nose wheels are
in the straight-ahead position when arriving at the allocated/relevant parking
position.
(31) When the pushback maneuver is complete:
Receive the 'Vehicle Brakes On/Stop' signal from the tractor driver/operator to
confirm that the tractor parking brake is set.
1. Request flight crew to set the aircraft parking brake
2. When confirmation that the aircraft brakes have been set is received from the
flight crew:
(i) Give the "Brakes Set" signal to the tractor driver and wing walkers, if applicable.
(ii) Give authority to disconnect pushback equipment.
3. Carry out a pushback disconnection procedure.
Note: Ensure the towbar is disconnected from the tractor before disconnecting
from the aircraft (except where the towbar is specifically designed to be
disconnected from the aircraft first).
(32) Remove the nose gear steering bypass pin and/or ensure the nose gear steering
mechanisms/system are set to normal conditions for taxiing (as applicable to aircraft
type).
(33) Complete the headset communication and, after receiving flight crew approval,
disconnect the headset and close the access panel (if applicable to aircraft type).
(34) Move clear of the aircraft to a safe position visible to the flight crew and away from
its intended path.
(35) Display the steering bypass pin to the flight crew (if applicable to aircraft type).
(36) Give the "All Clear to taxi” signal once eye contact has been made with the flight
crew and they are expecting the signal. ln low-light conditions, the flight crew will
turn on the interior lights of the flight deck.
(37) Remain in position until an acknowledgement from the flight crew is received.

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(38) For aircraft towing without electrical power, the Person-In-Charge must inform the
airport safety personnel via MCC/line maintenance for non-availability of aircraft
external lighting including navigation lights, anti-collision beacon and strobe lights.
(39) The applicable Aircraft Maintenance Manual ATA chapter 09 is referred to when
performing towing or any of the following specialized towing operations. A Certifying
Staff authorized on the type mut oversee following operations:
a. Towing with engines removed.

b. Towing with deflated tires.
c. Towing in emergency.
d. Towing with limited braking availability.
e. Towing in high winds.
f. Towing using the main landing gear fittings.
g. Towing aircraft off the runway with total hydraulic failure.
WARNING:
DO NOT APPLY AIRCRAFT BRAKES DURING TOWING. FAILURE TO FOLLOW THIS
INSTRUCTION COULD RESULT IN INJURY OR DEATH AND DAMAGE TO AIRCRAFT OR
EQUIPMENT.
CAUTION:
DO NOT TOW AIRCRAFT WITH ANY SHOCK STRUT FULLY COMPRESSED. DAMAGE TO
SHOCK STRUT COULD OCCUR.
2.24.6.2 INCIDENTS DURING TOWING

Separation of Tractor/Aircraft or Towbar/ Shear Pin Failure During Towing
Following Steps to be followed for Tractor Towbar combination:
i. Head set personnel should notice the event and immediately inform brake
operator to apply Aircraft Brakes gently.
ii. inform the brake/HF operator of the separation
iii. Apply the aircraft brakes.
iv. Follow the aircraft path attentively and stop the tractor according to the
aircraft position.
v. Apply the tractor parking brake.
vi. Inform ATC. Relay information received from ATC to the headset
operator/tractor driver, if applicable.
vii. Confirm the aircraft parking brake is set, then chock the aircraft.
viii. Assess the reason for the disconnection
ix. Contact supervision, equipment maintenance and aircraft maintenance to
advise of the situation, as required
x. Follow instructions to complete the towing maneuver, as applicable.
Separation of Towbarless Tractor from Aircraft During Towing

Following Steps to be followed for Towbarless Tractor:
i. Head set personnel should notice the event and immediately inform brake
operator to apply Aircraft Brakes gently.

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ii. inform the brake/HF operator of the separation

iii. Gently apply the aircraft brakes.
iv. Stop the Tractor by applying chocks and Tractor mechanism.
v. Inform ATC. Relay information received from ATC to the headset
operator/tractor driver, if applicable.
vi. Confirm the aircraft parking brake is set, then chock the aircraft.
vii. Contact supervision, equipment maintenance and aircraft maintenance to
advise of the situation, as required
viii. Follow instructions to complete the towing maneuver, as applicable.
2.24.6.3 Maneuver During Wintery or Slippery Conditions
During adverse weather conditions (e.g, ice, fog, rain) visibility and traction will be
affected. The tractor driver shall reduce and adapt vehicle speed as required by current
conditions. When maneuvering the aircraft on slippery apron surfaces, extreme caution is
required to avoid losing control of the tractor due to skidding, which may also lead to
jackknifing (where the tractor is pushed around by the aircraft in an uncontrolled
movement). Many elements can contribute to the hazards involved (i.e, strong wind,
slippery road surfaces, pavement slopes). Therefore precautions are observed such as
avoiding sudden turns, deceleration or acceleration and avoiding aircraft stopping during
turn.
2.24.7 Aircraft Taxiing
Taxing of aircraft is not being carried by Biman AMO personnel. Taxing is performed only
by flight crew members.
2.24.8 Ground and Flight Test
Ground and flight test is generally performed upon completion of base check. A flight test
will also be performed if a problem cannot be duplicated on ground by means of standard
maintenance checks, or if maintenance manual calls for it after a maintenance action.
2.24.9 Maintenance on Fuel Systems and Fuel Tank Safety
Fuel Tank safety familiarization training is provided to management and other

maintenance personnel. All personnel intended to perform maintenance on aircraft /
aircraft components in compliance of Critical Design Configuration and Control Limitations
(CDCCL) tasks shall be provided additional specialized training in fuel tank safety as well as
associated inspection standards and maintenance procedures issued by manufacturers.
2.24.10 NDT Procedure
Nondestructive testing (NDT) is the process of inspecting, testing, or evaluating materials,

components or assemblies for discontinuities, or differences in characteristics without

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destroying the serviceability of the part or system. In other words, when the inspection or
test is completed, the part can still be used. The procedures of following NDT methods are
given in respective section.
a) The following NDT methods performed up to Level-II in Biman AMO capability:

i. Visual/ Optical Inspection.
ii. Penetrate Inspection. (PT)
iii. Magnetic Particle Inspection. (MT)
iv. Eddy Current Inspection. (ET)
v. Ultrasonic Inspection. (UT)
vi. Radiographic Inspection. (RT)
b) NDT Manual Written Practice EMM/LB/4005 shall follow for NDT inspection and
additional procedure described in MOE 3.11.
2.24.11 Extended Range Twin Engine Operations
Extended Range Twin Engine Operations (ETOPS) awareness and specialized training is
provided to the management and other maintenance personnel. All personnel intended to
be given Boeing787 certification authorization shall be provided ETOPS training on priority
basis. Procedure for ETOPS maintenance program shall be followed as per ETOPS Manual,
controlled by Engineering Services.
2.24.12 Jacking up of Aircraft
Jacking up of aircraft shall be carried out as per Aircraft Maintenance Manual for the
particular aircraft type. Aircraft level limits are observed through given procedures.
Appropriate certifying staff shall supervise the job, ensuring service data and physical
condition of jacks prior to use.
This procedure details the requirements, responsibilities, and precautions for Jacking of
the aircraft. Applicable Aircraft Maintenance Manuals and equipment instructions must be
referred to during Jacking of aircraft. Certifying Staff/Support Staff is responsible to
supervise Jacking of an aircraft and ensure the following precautions are observed:
(1) Jacking of an aircraft shall be carried out on a level surface and inside the Hangar.
(2) Appropriate type of serviceable jacks shall be used.
(3) Correct Jack pads will be used.
(4) Ensure requisite Hydraulic/Pneumatic Pressure are available in aircraft systems.
(5) Aircraft shall be electrically grounded.

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(6) Ballast shall be appropriately loaded for balancing the aircraft in case of engine or
any other equipment are removed.
(7) Appropriate Tail Jack/Support shall be used where applicable.
(8) Landing Gear doors and other panels shall be secured clear during
extraction/retraction.
(9) All personnel and equipment shall remain cleared of the aircraft during jack up.
(10) Lifting of all jacks shall be simultaneously carried-out to keep the aircraft in level
position and ensure jack locknuts are positioned properly.
(11) No aircraft shall be jacked up when the wind speed is more than 15 M.P.H.
(12) The applicable Aircraft Maintenance Manual ATA chapter 07 is referred to when
performing Jacking operation
2.24.13 Aircraft Weighing
Aircraft weighing and balance check is carried out as per requirement of

customer/operator’s work order or whenever deemed necessary. The check is performed
in accordance with the applicable maintenance data. Aircraft is required to be re-weighed
if the calculated weight change is greater than ±2% of the Empty Weight or if the Certifying
Engineer has the reason to believe that the aircraft should be re-weighed or at the
requirement of the Chairman, CAAB.
This procedure details general instructions about aircraft weighing. Applicable Aircraft
Weight and balance Manual, Aircraft Maintenance Manual and equipment instructions is
referred to during weighing of the aircraft.
(1) All Aircraft shall be weighted to determine the aircraft empty weight and empty
weight center of gravity. The weighing of any aircraft shall be done at an interval as
mentioned in the AMP of the specific type of aircraft and which is approved by the
CAAB.
(2) For every Weighing, aircraft shall have to be prepared as per the relevant AMM
Chapter 08/Weight and balance manual. The Weighing Equipment should be in
serviceable condition and must have been calibrated and certified within the last
twelve months in a Test Shop acceptable to the Chairman, CAAB. The weighing
should be supervised by an Aircraft Maintenance Engineer having Authorization in
‘B1’ category on the specific type of aircraft.
(3) The Operations Engineer (from flight operation department) shall remain present
during the weighing and double check the items as per weighing checklist and also
witness the readings.
(4) After completion of the weighing of the aircraft, a weight schedule will be prepared
by Operations Engineer, thereafter, shall be checked by the supervisor and finally
shall be approved by the Chief of Technical, Biman.
(5) Immediately after completion of the aircraft weighing, index shall be calculated by
Operations Engineer and intimated to all concerned at Dhaka base and at outstations

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specifying the changes to be made for the Trim Sheet. On the basis of this index
change, the aircraft may be released for flights pending obtaining the formal
approval of Weight Schedule.
2.24.14 Use of Fabricated Parts

Before use of fabricated parts, certifying staff ensures that part is approved either by the
Chairman, CAAB or the type certificate (TC) holder or design organization acceptable to the
Chairman, CAAB or supplemental type certificate (STC) holder.
2.24.15 Maintenance on Electrical Wiring Interconnection System (EWIS)

Maintenance on all Electrical Wiring Interconnection System (EWIS) is performed as per
approved data. Special attention is given when working on EWIS or components. In order
to improve awareness, briefing on electrical interconnection system (EWIS) is provided for
each workgroup according to their job roles. Initial training and recurrent training is also
provided to maintenance personnel.
[Part 145.A.70 (a) 12]

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PART 2, CHAPTER 2.4
Date: 30-05-2023
ACCEPTANCE OF TOOLS AND EQUIPMENT
2.4 ACCEPTANCE OF TOOLS AND EQUIPMENT
2.4.1 Tools and equipment acceptance procedure
a. The tools and equipment to be used for maintenance of aircraft & component
must conform to the specification indicated in the applicable manufacturer’s
maintenance data.
b. Deputy Chief Engineer / Principal Engineer under direct supervision of
Maintenance Manager ensures that respective shop maintaining the minimum
equipment, materials & tooling required to perform the works as those are rated
as per approved scope of work. If any tool or equipment is not frequently used it
may be borrowed on a loan basis by outsourcing.
c. All Shops possess and maintain equipment, material & tooling are in working
condition for performing required maintenance of the Aircraft/component.
d. All test equipment and Controlled Tools meet the calibration process described
in chapter 2.5 of this exposition. Records of such calibrations and traceability is
preserved by the respective shop.
e. In addition to tools and equipment manufactured by OEMs/Vendors, any Shop
may fabricate substitute/equivalent equipment, materials & tooling as
recommended by the manufacturer or OEM manual which is suitable and
equivalent for the intended functions, and the equivalency is validated by Biman
Quality Assurance.
2.4.1.1 Purchasing of Tools
(i) Principal Engineer MSS is responsible to initiate the ordering of new tools and
equipment in accordance with applicable tools & equipment manual.
(ii) Principal Engineer-MSS will ensure that all required calibration accessories &
applicable manual are being ordered.
(iii) Procurement of tooling shall be made through a Purchase Order, only from
vendors listed in the Approved Supplier List.
(iv) Receiving inspector, prior to releasing the tools / equipment must be satisfied
that status is in satisfactory condition and appropriately certified.
(v) The receiving inspector will identify the calibration period of tools/equipment
and their storage condition. Such information will be indicated on certification
level.
(vi) During Acceptance of tools and equipment, if found any damage or deficiency
shall be reported.
(vii) After acceptance of tools & equipment by receiving Inspector, he will issue a
Serviceable Tag.
(viii) FRS (Technical) will hand over the accepted tools to Principal Engineer-MSS
for inclusion in inventory list.
Note: Tools, obtain from suppliers, shall have clear traceability.
2.4.1.2 Acceptance of New Tools & Equipment
a. Purchase of tools and equipment is done by the purchase department against

the Purchase Order which states the required documentation to be included
with the delivery. The Tools or Test Equipment along with other relevant

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PART 2, CHAPTER 2.4
Date: 30-05-2023
documents are received by FRS (Foreign Receipt Section) and are placed for
incoming Inspection.
b. When a new item of tools or, equipment’s (having own operating System/
operating Manual) is received in Stores, the following procedure is followed:
(i) FRS (Foreign Receipt Section) informs the Principal Engineer (MSS) about
the receiving of new tools/equipment. Then Principal Engineer (MSS)
issues a requisition for Incoming Inspection Team Member. Incoming
Inspection Team comprises a representative from Principal Engineer
(MSS), In-Charge of concerned shop and Stores Inspector.
(ii) The Incoming Inspection Team Member visually inspect for ensuring that
Tools/ Test Equipment/ Gauge is serviceable and that it meets acceptance
standard where specified. They also ensure that Test/ Calibration
Certificate and all other appropriate document are available and valid.
(iii) While performing incoming inspection on the tools/ equipment/ test set, the
Incoming Inspection Team checks for any physical damage/ deterioration/
packaging and conformance to:
 Tools/ equipment identification number with documents
 Internal Requisition (IR) / Capital Expenditure Sanction (CS)/Demand
 Supplier serviceability document and valid Calibration Certificate (if
applicable)
 Availability of test report (if applicable)
 Availability of Manuals (if applicable)
(iv) The Incoming Inspection Team Member raise an Acceptance Form

(EMM/LB/4410) and then the Store Inspector issues a Serviceable Tag (If
Applicable) and handover the tools/ equipment to FRS. The Store
Inspector maintains record of all such Inspections and preserve the
Inspection Report.
(v) FRS Personnel handover the tools or test equipment along with applicable
data, manuals, and Calibration certificate/ test report (as applicable) to the
In-Charge Tools Store/ In-Charge of respective Maintenance Support Shop
against Internal Demand Voucher,
Note: For Normal/general tools i.e., Socket, hammer, spanner, adapter, spatula,
mallet, special tools provided from vendor/OEM Incoming Inspection Team is not
necessarily concerned user/ section checks and receive the items from FRS vide
issue voucher.
2.4.1.3 Commissioning process of new Tool/ Equipment/ Test Bench /Panel:
a. Availability of special tool/equipment/test bench/panel for all the approved shop

is maintained as recommended by the Original Equipment Manufacturer (OEM)
maintenance data.
b. If an alternative Part Number of tool/equipment/test bench/panel is used other

than Part Number specified in the maintenance data/CMM, the equivalency

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PART 2, CHAPTER 2.4
Date: 30-05-2023
document from Aircraft or Aircraft Component manufacturer or from OEM of

tool/ equipment manufacturer is specified and included with the application.
c. When any Shop obtaines any equipment/automated test equipment/ test

bench/panels (having own operating System/ operating Manual); then after
initial process of bringing into inventory, concerned Shop In-Charge/ Authority
Holder checks the Tools/ Equipment’s and verify that it satisfies the intended
purposes for which they are acquired. He also verifies that the Test
Benches/Equipment/Test Rigs fulfill the intended purpose as stated in the
CMM/Overhaul manual of the OEM. Then the Shop In-Charge/ Authority Holder
forwards the ‘Equipment/Tools Verification Statement’ (EMM/LB/4420) against
that Tools/ Equipment’s to concerned PE and DCE for final assessment and
verification. Being satisfied he forwards the same for Chief Engineer Production
for final acceptance.
d. Some equipment/automated test equipment/ test bench/panels are

commissioned by the OEM/Supplier. After commissioning of the equipment by
the OEM/Supplier again the same process of verification and acceptance is
performed vide ‘Equipment/Tools Verification Statement’ (EMM/LB/4420) by
Shop In-Charge/ Authority Holder, PE, DCE and Maintenance Manager
respectively.
e. Upon final acceptance, Chief Engineer Production forwards necessary

application to Chief Engineer Quality Assurance along with the copy of the
‘Equipment/Tools Verification Statement’ (EMM/LB/4420) and other required
Certificates/Documents.
f. Upon satisfaction Chief Engineer, Quality Assurance gives the written

permission to use the equipment/automated test equipment/ test bench/panels
for its appropriate intended purposes.
g. After getting the written permission, respective shop uses the Tools/Equipment
as the approved Tools and Equipment.
h. Preservation of the Records of the approved Tools and Equipment is kept until
three (3) years of expiry of the life of the item or withdrawn from service.
2.4.1.4 Tools and Equipment categorizing procedure:
PE (MSS) or his representative including the respective Shop In-charge checks the
nature of tools i.e., measuring/ non-measuring tools and manufacturer provided
guidelines/ documents of the Tools/Equipment/Test set for categorizing the item as
Calibrated or Non-Calibrated.
a. Once the Tools /Equipment/Test set are categorized, they are taken to the
Tools store or respective Support Shop for Serialization and recording in
inventory. Upon Serialization and recording, the item is kept in the Tools Store
or in the respective Maintenance Support Shop so that the same can be used
as and when required.

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b. In-Charge, Tools Store/respective Maintenance Support Shop maintains a lists

of tools and equipment and preserves following documents or copies (as
applicable):
i. Calibration certificate / Test report
ii. Any other data, provided with tools and equipment.
2.4.1.5 Registration and Serialization of Tools and Equipment
a. All Tools /Equipment/Test Set under the ownership of Tools Store/Maintenance

Support Shop are identified with unique number. Following numbering and
identifying system is used for registration and serialization of all Tools
/Equipment/ Test Sets.
b. Tools /Equipment’s / Test Sets which require calibration are allocated with BG
Number by respective shop and maintain a record in a Register named ‘BG
Allocation Register.
c. BG Code-number for all Calibrated Tools/Equipment’s/ Test-Sets consist of a
four-digit number prefix with “BG” of which the digits indicate its location. This
Code-Number is assigned, controlled and etched/engraved/ marked by paint as
per following area/shop:
i. 6000 to 6999 Tools Store
ii. 8001 to 8949 Industrial Section
iii. 8950 to 8999 Machine and Argon Welding shop
iv. 9200 to 9399 Sheet Metal /composite repair
v. 9400 to 9599 Wheel Shop
vi. 9600 to 9699 NDT Shop
vii. 9900 to 9999 Paint Shop
d. This Code Number should be assigned to all units. If one main unit consists of
more than one sub-unit which has to be calibrated separately, each of these
units is marked with the same code-number as the main-unit, followed by a
Dash Number indicating that it is a sub-unit part of a bigger unit. For instance,
code BG 1001-1 through BG1001-12.
e. All Tools/Equipment (which requires no Calibration / Inspection) under the

ownership of Tools Store and respective Shop/Sections also identified with an
identification/ serial number preceding with the Shop Code (As applicable) as
follows:
i. TS Tools Store
ii. IND Industrial
iii. WEL Machine & Argon Welding Shop
iv. SSP Sheet Metal Shop/Composite Repair Shop
v. PAS Paint Shop
vi. WHL Wheel Shop
vii. NDT NDT Shop
Note: ‘Identification Number’ on tools/ equipment’s are engraved or marked with
paint
or any other means.
f. For better controllability of all Tools / Equipment of Tools Store that requires no
Calibration are also uniquely identified and engraved by Tools store to clearly
indicate unique serial for identification as follows:
i. TSB Boeing777 Special Tools
ii. TSD DHC-8 Special Tools

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PART 2, CHAPTER 2.4
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iii. TSN Boeing737NG Special Tools

iv. TSC Large Equipment / Common Tools
v. TSH Hand Tools
vi. TSP Tools Issued Permanently to Individual
vii. TSDL B787 Special Tools
2.4.1.6 Technical Data for Tools & Test Equipment

Normally all test equipment manufacturers/suppliers provide the test equipment
along with instructions manual or user’s manuals or leaflet or printed data sheet/
Letter of Confirmation for customer’s use. These manuals give the operating
instructions, calibration period or procedure and limitations of the test equipment.
Some special test equipment does not have any manuals or leaflets; they are
maintained as per respective aircraft manuals. Manuals of the Tools / Test
Equipment and Technical Report/Calibration certificate from the Outside agencies
are preserved by the In-Charge of respective Shop for reference and control.
However, Tools Store and different Maintenance Support Shops also preserves a
copy of the Technical Report/Calibration certificate/ Operating Instruction Part of the
respective Manual along with the Tools / Test Equipment or, in a particular location.
2.4.2 Storage of tools

(i) All tools and equipment for maintenance are stored i.a.w. the manufacturer’s
requirements, in the Tools Store in clearly defined shelves, lockers and
drawers.
(ii) Tools for workshop are stored in the respective workshop, in the same manner
as 2.4.2 (i) of this section.
(iii) The In-Charge Tools Store/ respective shop must ensure that the storage
location of each tool/equipment is recorded in an inventory list.
(iv) Access to the Tools Store is restricted to authorized personnel only.
2.4.3 Inventory control

In-Charge Tools Store/respective shop is responsible to ensure that:
a) An inventory number is assigned to all tools and equipment, which is to be

kept throughout its entire useful life.
b) Each tool/equipment is marked with this inventory number,
c) All tools and equipment are registered in an inventory list.
The mechanics is responsible to ensure completeness of their toolboxes as per

inventory list kept in the toolboxes after completion of work (e.g. prior to closing of
floor panels, fuel panels, etc.).
2.4.4 Leased equipment

Equipment and tools must be permanently available, except in the case of any tool
or equipment that is so infrequently used that its permanent availability is not
necessary. In such cases equipment will be leased and will be arranged by
Principal Engineer MSS.

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Date: 30-05-2023
During acceptance following requirements to be met:
a. The equipment has been leased from recognized source and it is supplied with
its applicable documentation.
b. Leased equipment incoming inspection is performed by store inspector.
c. The equipment is appropriately calibrated to standards traceable to National /
International standards acceptable to the authority.
d. Place a label/tag indicating that equipment is loaned and where it is loaned
from.
e. Any unsatisfactory condition shall be immediately reported to the
loaner/supplier.
f. The loaned item(s) are handled with utmost care to avoid damage and involving
consequent cost while returning to the loaner.
g. After use, the loaned item should be returned at the earliest to the loaner
h. All records of leased tools and equipment shall be preserved by Principal
Engineer MSS.
2.4.5 Validation for Locally Fabricated Tools and Test Equipment
a. All tasks are performed by the use of proper tools and equipment which are
recommended by the manufacturers or by alternatives of equivalent standard
and function suggested by them. On many occasions, the OEM
recommends/authorizes the user to fabricate their own tool/equipment from
locally available materials/accessories as per approved drawing, schematic
diagram/sketches available from OEM or approved tools/equipment manuals or
other source.
b. Concerned support shops may locally fabricate some tools and test equipment
as per the instruction given by the OEM through Approved Literature or
Manuals. Some tools can be easily made by transforming common tools to suit
the specific application. These alternate tools, fabricated from local resources
must satisfy the intended purposes for which they are made. The shop Incharge
forwards the requirements of such required tools/ equipment’s to the concerned
PE and DCE for fabrication.
c. After fabrication of Tools/ Equipment’s/Alternate Tools, concerned Shop In-

Charge/ Authority Holder checks fabricated Tools/ Equipment’s/Alternate Tools
drawing/ schematic diagram/sketches/list and verify that it satisfies the intended
purposes for which they are made. He also verifies that the Test
Benches/Special Tools/Test Rigs are fulfilled the intended purpose as stated in
the CMM/Overhaul manual of the OEM. Then the Shop In-Charge/ Authority
Holder forwards the fabricated Tools/ Equipment’s/Alternate Tools along with
the ‘Locally Fabricated Equipment / Tools Verification Statement’ to concerned
PE and DCE for final assessment verification. Being satisfied he forwards the
same for Chief Engineer Production for final acceptance.
d. Once the fabricated Tools/ Equipment’s/Alternate Tools get final acceptance
from Chief Engineer Production then the certification is made for the ‘Locally
Fabricated Equipment / Tools Verification Statement’ that the Tools /Equipment
fabricated from local resources satisfies the intended purposes for which they

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PART 2, CHAPTER 2.4
Date: 30-05-2023
are made. Tools /Equipment which are not requiring calibration are allotted with
an Equipment Identification Number from the respective shop. Tools/
Equipment’s/alternate tools which are required to be calibrated are allotted with
an Equipment Identification BG-Number.
e. Maintenance Manager sends a proposal for issuance of certificate of validation
along with the copy of the following is forwarded to the Quality Manager.
(i) Fabricated tools drawing, sketch, specification, schematic etc.
(ii) ‘Locally Fabricated Equipment / Tools Verification Statement’
(EMM/LB/4409),
(iii) Allocation of Tool/ Equipment Number,
(iv) Calibration Certificate (if any)
f. After issuance of validation a total list of tools/ equipment and “Certificate of

Validation” is preserved by each shop.
g. Preservation of the Records of the fabricated Tooling is kept after three (3)
years of the item withdrawn from service.
[Part 145.A.40 (a) 1, 2, 3 (b),

s AMC 145.A.40 (a) (b)
Part 145.A.70 (a) 12]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS
2.25 DETECTION AND RECTIFICATION OF MAINTENANCE ERRORS
2.25.1 Maintenance Error
a) Maintenance Errors are the occurrences caused by incorrect activities/actions during

maintenance. These errors can present not only potential safety concerns of the
aircraft and people, but also incur huge cost that may lead to operator’s substantial
loss in revenue.
b) The aims of this procedure are to identify the factors contributing to incidents or
potential incident and to make the system resistant to such errors. Biman AMO has an
Occurrence Reporting System to enable frank and free reporting by all employees.
c) Errors captured by the occurrence reporting system, are monitored by Quality
Assurances in order to prevent recurrence. The following methods are used to improve
safety and reduce maintenance errors:
i. Quality Notices and quality leaflets are issued by Quality Manager to bring to the
attention of certifying staff safety, quality and airworthiness related matters with
the intent of reducing/preventing errors during maintenance.
ii. Quality Assurance conducts investigations to capture and report errors resulting
from Human Factors and recommends actions for improvement.
2.25.2 Causes of Maintenance Errors
Causes of maintenance errors can be one of the following or any combination of, but is not
limited to:
a) Ignorance, less/unconcern, inattention and/or bad judgment
b) Incorrect information or lack of information
c) Insufficient planning, preparation and/or documentation
d) Lack of knowledge, training and/or experience
e) High workload and/or time pressure
f) Stress, fatigue and/or fear
g) Insufficient supervision and/or control
h) Insufficient tools, equipment and/or facilities
i) Wrong material and/or suspected unapproved parts
j) Wrong maintenance data
k) Working with critical task and identical task.
Above-mentioned causes are not limited to individuals or teams. Investigation results may
point to a systemic problem that requires changes to policies or procedures. Few practical
examples are shown below:
a) Incorrect installation of components.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
b) Fitting of wrong parts (wrong part number).

c) Electrical wiring discrepancies.
d) Loose objects left in the aircraft.
e) Inadequate lubrication.
f) Inadequate inspections
g) Access panels, fairings or cowlings not secured.
h) Fuel or oil caps not secured.
i) Gear pins not removed before departure.
2.25.3 Applicability
All Personnel of Biman AMO are encouraged:

a) To report maintenance errors and safety concerns
b) To assist to correct and prevent errors.
2.25.4 Error detection procedures
Several methods are used to detect maintenance errors. These are:

a) Planned Sampling Inspections
b) Maintenance Review
c) Check Package review
d) QA Investigations
e) Self-Reporting
Among these five methods Self Reporting system (item d) is elaborated here, QA
Investigations are discussed in MOE 3.13 and rest three methods are used in conjunction
with Quality Audits and Surveillances.
2.25.5 Self-Reporting of maintenance error
a) Self-reporting of maintenance errors is actively encouraged by all staff. No disciplinary

actions will be taken against any individual or group who chooses to report an error
made by themselves. The report should take the form of a written memo to the Chief
Engineer Quality Assurance. The report will be treated with strict confidentiality. The
Chief Engineer Quality Assurance will initiate an investigation into the cause of the
error with the sole aim of preventing a further reoccurrence. The report and the
associated investigation outcome will be filed by the Chief Engineer Quality Assurance
and will be reflected to the respective procedures.
b) Investigations of flight delays / incidents / repeated defects, post base maintenance

failures, unscheduled component removals and post-maintenance test bench failures
of components etc.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
c) Spot checks performed during aircraft / aircraft component maintenance.
d) Internal quality audit findings observed during product audits are forwarded to
respective Deputy Chief Engineer for further necessary action, if any.
e) In addition to the above, any person upon detection of maintenance error shall inform
concerned Certifying Staff /In-charge/ Principal Engineer / Deputy Chief Engineer to
communicate such error to the Chief Engineer Quality Assurance. After having
information either oral or written of any maintenance error, person concern will fill-up
the prescribed Maintenance Error Reporting Form and submitted to the Chief Engineer
Quality Assurance for further necessary actions. If possible, person concerned will take
photograph of the event and also submit that with the reporting form.
f) Chief Engineer Quality Assurance will prepare the required Maintenance Error
Reporting Form and make it available to all level of staff. He will also introduce few
boxes with the marking “Maintenance Error Report Here” in different location of
Engineering Department. The boxes will be locked and have control of Chief Engineer
Quality Assurance. The boxes will be opened daily for collection of Maintenance Error,
if any.
2.25.6 Process to Report and Rectify Maintenance Errors
Any sort of Maintenance Errors/ Internal occurrences shall be reported to Shift In charge,
In-charge Line/Base maintenance or to any official of I and QA department.
a) This Report must include:

i. Aircraft registration.
ii. Defect/error description.
iii. How defect occurred.
iv. Time of occurrence.
v. Date of occurrence.
vi. Reported by name.
vii. Reported to name.
b) QA will generate Maintenance Errors/internal occurrences form for ease of use and to
keep tracking of all reporting until it is closed.
c) The follow-up of the report and the corrective actions will be coordinated by QA.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
d) If a maintenance error is discovered after the aircraft has already left Dhaka base/Hangar
for flight, Chief Engineer Quality Assurance must be informed to decide immediate
corrective measures and perform accordingly.
e) A sample of the maintenance report form is presented in the documents / form section
(Chapter 5.2) for the reporting, tracking and closing any Maintenance Errors / Internal
occurrences.
2.25.7 Remedial Measures
To minimize or eliminate maintenance errors, it is necessary to look for factors that

contributed to the errors rather than the person who made the error. It is always advisable
for the maintenance personnel to be trained on this tool with human factors, so that while
performing any maintenance event, they can identify the contributing factor that led to
the error and make remedial actions to those factors.
2.25.8 Description of process to investigate occurrences
The Chief Engineer Quality Assurance will initiate an investigation into the cause of the
error with the sole aim of preventing a reoccurrence. The report and the associated
investigation outcome will be filed by the Chief Engineer Quality Assurance.
2.25.9 Description of process to record occurrences
Once the Occurrence report is received by the Chief Engineer Quality Assurance, he will
initiate a sequence number to the Occurrence Report and record it in the Occurrence
Report Register.
2.25.10 Analysis of occurrence data
Once the report is entered into the Occurrence Report Register, it will be classified as
affected to the concerned aircraft or component. After that, it will be established if the
defect or occurrence is of a major in nature. If it is major in nature; it will be notified to the
concerned Authority within 72 hours. Whether the occurrence is major or not, it will be
routed to the concerned department for necessary corrective action.
2.25.11 Management actions in response to occurrence findings
Once the occurrence is forwarded to the concerned department for necessary corrective
action, concerned department will propose a corrective action plan to minimize the
possibility of a reoccurrence and the same should be acceptable to the Chief Engineer
Quality Assurance. This may include revising procedures, introducing new procedures,
issuing Engineering Bulletins, and issuing Technical Notices etc.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
2.25.12 Feedback to staff
Management actions in response to occurrence findings may include revising procedures,

introducing new procedures, issuing Engineering Bulletins, and issuing Quality/ Technical
Notices etc. by which necessary feedback will be provided to all the working staff.
Necessary feedback will be given to the person who originated the Report (if identity of the
person is known). The same would also be forwarded to the training department as a topic
to be included for the recurrent training.
[Part 145.A.60 (a) (b) (c) (d) / AMC 145.A.60 (b)

Part 145.A.65 (b) 3 /AMC145.A.65 (b) 3
Part 145.A.70 (a) 12]

Date: 22-08-2022
SHIFT / TASK HANDOVER PROCEDURES
2.26 SHIFT / TASK HANDOVER PROCEDURES
a) The aim of the handover system is to ensure effective communication and
continuation of maintenance action between working parties in the event of
maintenance tasks not being completed during maintenance crew shift changes.
b) Head of outgoing shift is responsible to clearly understand and communicate the
important elements of the job task handed over. He is also ensures that the incoming
person has understood the information.
c) Head of incoming shift is responsible for correct understanding, positive feedback and
forward information to the shift personnel.
2.26.2 Shift / Task handover process

There would be two separate functionalities regarding the handover. One would be shift
handover whereas the other would be task handover.
2.26.2.1 Shift handover

a) Handing / taking over takes place during shifts overlap timings. Line / Cabin
maintenance/Foreign Aircraft Handling/Maintenance Control Centre, Sheet Metal shop
and Industrial section activities are being performed round-the-clock in four-shift
pattern. Base maintenance, other support shop and component maintenance areas
follow two-shift pattern.
b) In-charges of both incoming and outgoing shifts shall communicate at handing / taking
over, in an effective manner, for completion of in process continued maintenance
activities. Certifying staff shall also participate in the process. In absence of In-charge,
senior most Certifying staff available shall act as In-charge of the shift.
c) It is the responsibility of concerned Principal Engineers / Shift in-charges and
Certifying/Support staff of respective shifts to ensure accurate information’s are given
during shift and task handovers. Written handover is a must to avoid any confusions
and however additionally verbal handovers/instructions (personnel briefing) may be
supplemented.
d) Shift handing over registers shall be used for recording of comprehensive details about
maintenance activities performed during the shift, instructions for coordination with
other sections and any leftover maintenance task, etc.
e) The in-coming shift-in-charge shall be present at least half an hour earlier than his shift
starting time to allow for adequate and complete handover from the out-going shift-in-
charge.
f) The out-going shift-in-charge shall brief the in-coming shift-in-charge verbally all his
handover and ensure that what has been written in the handover register is clearly and
precisely understood by the incoming shift-in-charge, before going off duty.

Date: 22-08-2022
2.26.2.2 Task Handover

a) The outgoing Shift In-charge and Certifying staff must ensure that all worksheets or
work card are fully signed / stamped up to reflect the stage completion of work at the
time of handover.
b) It is desirable that all stages of a specific maintenance task should be completed before
shift changeover takes place. Should this not be possible for any reason and
maintenance items on a routine sheet or task card have been partially cleared, the
outgoing Certifying staff will make an entry on the appropriate additional work sheet,
stating clearly what has been accomplished and what work has to be performed.
c) Incoming Certifying staff/Support staff will certify the rest stage if any part of that work
cannot be fully done or checked by the outgoing Certifying staff. The incoming
Certifying staff completing the final stage of the maintenance task and when satisfied
that the entire task have been completed, shall certify both the second stage sheet &
the relevant items on the routine sheet.
d) Whenever a Certifying staff is transferred from one allotted duty to another, other
than at shift changeover, he must, in addition to the requirements of pervious steps (a)
through (c), ensure that his Shift In-charge is informed and fully understands the
remainder stage of the task to which the work has progressed.
2.26.3 Handover Register

a) At a Shift / Task handover, the status for all aircraft currently in the station must be
entered in the Register, regardless of whether or not any work has been done on them
during each shift. The registration in the book must use fresh page for each shift on a
day to day basis, and all forms of relevant information must be included in the
handover text. This is to ensure that clear and unambiguous status information on the
respective aircraft is given to the next person from the certifying staff.
b) As a minimum, the handover register must include information on the issues related to
Facility status, Work status, Manning status, outstanding issues and other possible
information and as such following for each aircraft:
i. The aircraft's registration, Aircraft movement, manpower deployment and
extended duty / over stay;
ii. Transit without any maintenance actions;
iii. Airworthiness status with reference to documentation;
iv. Brief description of defects, handled during shift on different aircraft;
v. Preparation status;
vi. Details / information of significance, that needs to be recorded;
vii. Open defects and reasons for carrying forward such defects;
viii. Instructions from planning staff for any scheduled / unscheduled maintenance;
ix. Requirements from Engineering Services;
x. Status of the ground equipment;

Date: 22-08-2022
xi. Planned targets and steps taken to ensure availability of manpower;

xii. Spares/tooling issues;
xiii. Instructions / information to next shift for any leftover maintenance task;
xiv. Any significant points for the attention of the Deputy Chief Engineer concerned/
Maintenance Manager.
xv. Signature and date/time (Shift In-charge)
c) Any corrections must be made with readable striking-out and no pages may be
removed from the register. When the handover register is filled, a new one is
requested from the respective Deputy Chief Engineer.
d) Handing over register shall be maintained on monthly basis and archived for a period
of two years by Deputy Chief Engineer concerned. In case of loss or destruction of
technical records, these registers may be utilized as input for reconstruction of the
same.
e) Deputy Chief Engineer concerned shall review and sign the register on daily basis to
ensure recording of effective communication and if deemed necessary, may issue
technical / administrative instructions through same register for the personnel working
in the shift.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA INACCURACIES AND
AMBIGUITIES TO THE TYPE CERTIFICATE HOLDER
2.27 PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA INACCURACIES AND

2.27.1 Definitions
a) Inaccuracy/ambiguity in maintenance data is defined as an inappropriate, incomplete

or doubtful maintenance instruction that is noticed by maintenance/any personnel
during maintenance on aircraft / aircraft components. Maintenance data
inaccuracies/ambiguities include, but not limited to, maintenance data that:
i. Is absent;
ii. Is incomplete;
iii. Conflicts with information given elsewhere;
iv. Provides instructions, which is impractical or impossible to accomplish;
v. Requires tooling or materials that are obsolete or unobtainable;
vi. Fails to take into account the effects of modification or incorporation of Service
Bulletins.
b) The authors of the Maintenance Data are:

i. Aircraft/component design organization (AMM, SB, SRM, Type Certificate, Data
Sheet.)
ii. Issuing authority of Airworthiness directives;
iii. The organization itself in the case of organization job cards;
iv. The customers in the case of job cards issued and furnished by the customers;
v. Person or organization who issued the maintenance data.
2.27.2 Method of internal and external reporting of maintenance data ambiguities

a) This procedure is applicable for all personnel, who detect inaccurate, incomplete
and/or ambiguous information in maintenance data.
b) It is the responsibility of all production Supervisors/Authority Holders / Engineers /
Shift in-charges to inform the Production Planning Manager of any inaccuracies and
ambiguities in the approved maintenance data via the Engineering Service Request
Form (EMM/ES/2004) with a copy to Quality Manager.
c) Production Planning Manager shall forward all such reported
discrepancies/ambiguities to the customer and to Deputy Chief Engineer (Engineering
Services) for Biman aircraft. Deputy Chief Engineer (Engineering Services) will send the
same to respective PSE for evaluation and review. For Biman aircraft, when the
observations are found valid, PSE will make necessary corrections if the inaccuracy
involves changes of maintenance instructions within his capability (i.e. the data
available with the internal source such as available published and approved data). If
ambiguities found in manufacturer/vendor/Type Certificate holder/Supplemental Type
Certificate holder documentation, the Principal System Engineer will inform the

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
manufacturer/vendor/ Type Certificate holder/Supplemental Type Certificate holder in

the form of emails/messages as the case may be.
2.27.3 Feedback to staff and implementation of TC holder/Manufacturer corrections

a) In respect of ambiguities related to the data from Internal Source the relevant system
group of Engineering services will generate necessary corrections, but in case of
ambiguities related to the data from the external source clarification would be
obtained from the relevant manufacturer/vendor by the PSE of respective System
Group. In both cases Principal System Engineer will communicate the correction
regarding the error by publishing a Technical Notice and will bring necessary changes
to the publication. The revised instruction will be in effect till the respective
publication is amended by the respective author.
b) Action details and ‘Engineering Service Request Form’ will be kept on file by the
Principal System Engineer of Engineering Services.
2.27.4 Impact of the data ambiguity on the ongoing maintenance task

a) Incorporation of Amendments: Upon receipt of modified maintenance instructions in
the form of Temporary Revision from Type Certificate holder / Supplemental Type
Certificate holder / Original Equipment Manufacturer (OEM), In-Charge Technical
Library shall incorporate revision in maintenance data, superseding locally modified
maintenance instructions, if incorporated earlier.
b) Maintenance Data in accuracy records: Complete record of inaccuracies / ambiguities
in maintenance data shall be maintained by Principal System Engineer of Engineering
Services. Records shall include complete process from notification of
inaccuracy/ambiguity to incorporation of amendment in maintenance data with
traceability for maintenance instructions identifying any modification.
c) Customer Aircraft: In case of inaccuracies/ambiguities in maintenance data provided
by the customer, inaccuracy/ambiguity discovered shall be reported as ‘Maintenance
Data Inaccuracy Report’ to Production Planning Manager with a copy to Maintenance
Manager. He shall review and send the report to the customer and will arrange to get
the data corrected before performance of maintenance.
2.27.5 Modification of Maintenance Instructions

a) During the course of maintenance activity, there may be occasions where it can be
shown that the maintenance instructions provided by the manufacturer need to be
modified and the task can be carried out in a more practical and more efficient
manner.
b) Certifying staff, which identifies the need for possible modification to the maintenance
instructions, will bring it to the notice of Production Planning Manager with a copy to
Maintenance Manager and Quality Manager, giving reference of the relevant
maintenance instruction/AMM procedures, the proposed changes in the modification
instructions along with the justification for the desired changes. Generally, these
changes can be made where it can be established that the task can be done more

Issue: 02
Revision: 00
Date: 22-08-2022
efficiently, where the original instructions cannot be practically followed or where

alternate tools/ equipment can be used for performing the same task. Modified
instruction shall only relate as how to perform a particular maintenance task and shall
never be applied to engineering design of any repair / modification or Critical Design
Configuration Control Limitations (CDCCL) items.
c) Production Planning Manager will contact Deputy Chief Engineer (ES) for Biman
aircraft. Deputy Chief Engineer (ES) shall forward the same to the respective group of
Engineering Services for review. When the observations are found valid then Principal
System Engineer will notify the Manufacturer/TC holder/STC holder of the proposed
changes in the maintenance instructions and obtain a ‘No Technical Objection’ for the
proposed modification in the instructions. Once the ‘No Technical Objection’ for the
proposed modification in the instructions is obtained Principal System Engineer will
arrange to obtain required approval on instructions, if needed, and will make
necessary measures for the corrections in the maintenance instructions.
d) Production Planning Manager will contact the customer and will arrange to get the
data corrected before performance of maintenance.
Part 145.A.45 (c) / AMC 145.A.45 (c) 1, 2

Part 145.A.70 (a) 12

Revision: 01
Date: 05-12-2022
PRODUCTION PLANNING PROCEDURES
2.28 PRODUCTION PLANNING PROCEDURES
2.28.1 Biman’s Aircraft
a) This procedure ensures availability of manpower, tools, equipment, materials, and

facilities for planned work schedule.
b) Production Planning Manager is responsible to ensure all aspects of planning including
logistics, inventory, estimated man-hours, manpower, facilities, tools; all required
Maintenance Data, work preparation, hangar availability, and the scheduling of safety
critical tasks are accounted for in the scheduling of work.
c) Maintenance Manager is responsible to ensure sufficient manpower, logistics, tools and
pre-loaded materials is available for all scheduled maintenance. In exceptional cases for
temporary period if there is a need for any tools, equipment etc. Maintenance Manager
shall try to acquire tools, equipment etc. before maintenance on the type may
commence or postpone that maintenance in its facility.
2.28.2 Customer Aircraft
a) Production Planning Manager reviews contents of Customer supplied work package for
completeness (all listed documentation, work cards, worksheets and attachments are
present), legibility and is in an acceptable format. He also reviews work package to
ensure the requested maintenance works remain within the approved scope of
approval and for component, material and tooling requirements before check. PE(PP)
sends required component and materials list to Dy. General Manager (S&MM) and
required tools list to DCE (BM) to make available.
b) Production Planning Manager will raise work cards for any contracted customer
requirements not covered by the customer supplied work file and will ensure work
cards contain appropriate airworthiness release. He will arrange Pre-input Meetings and
customer’s interface procedures and issue work package to Aircraft Maintenance
Section.
c) He will be responsible for withdrawal of tasks from work package. When work cards are
requested by the Customer to be withdrawn from a work package given to Aircraft
Maintenance have cause to withdraw work cards, this must be accomplished by raising
and recording the details and obtaining authorized signatures from the Customer.
2.28.3 General Issue
To perform the maintenance the followings to be taken into account:

a) Limitations of human performance (e.g. circadian rhythm / 24 hours body cycle,
fatigue, etc.) are taken into account by personnel planning work and shifts.
b) Environmental conditions (e.g. access, lighting, cleanliness, temperature, etc.) are
generally ensured for all kind of maintenance.
c) Planned Man-hour is established to allow proper manpower planning within
production.

Revision: 01
Date: 05-12-2022
d) Scheduling of safety –critical tasks are maintained during the periods when staff are
likely to be most alert.
2.28.4 Material Planning
Material Planning of Stores & M.M department supports Principal Engineer - Production
Planning for the following tasks:
i. Consumables Preparation.
ii. Ordering the Modification Kits.
iii. Ordering the rotables.
iv. Retrieving components and/or material from stock and / or incoming prior to
check starts and forwarding the material to the responsible supervisor.
v. Checking for incorrect data of parts with the help of Store Inspectors (at least
wrong part number, missing paper work, etc.).
vi. Sending back unused materials to the customers.
vii. Cleaning-up (parts back to supplier or stock).
2.28.5 Aircraft Incoming meeting
a) Before starting the check, the check package is received by C-Certifying staff from the
Principal Engineer/planning Engineer of Production Planning.
b) After aircraft arrival, the DEC (Base-maintenance) calls an incoming meeting.
Participants are :
i. C-Certifying staff & Support Staff of the Check;
ii. Principal Engineer (Base maintenance);
iii. Principal Engineer/Planning Engineer, Production Planning;
c) At the incoming meeting, the additional work items (e.g. running defects, carry
forward items etc.) along with the Check Package are reviewed and documented by C-
Certifying staff.
d) C-certifying staff distributes the Job cards and additional work items of the package to
support staffs considering package time, man-hour, job-type etc. Distribution is
mentioned in the Job Card Distribution and Return List.
e) DCE (BM) & C-certifying staff ensures that latest valid maintenance data is available.

Revision: 01
Date: 05-12-2022
Table : Sample Job Card Distribution and Return List
2.28.6 Special Maintenance Projects

Various projects, as directed by Management, may require special attention due to the
complexity of the work and/or short down time. These projects will be planned carefully
and special consideration will be given to:
 availability of manpower and certifying staff;
 limitations of human performance;
 availability of tooling and ground equipment;
 availability of hangar space & environmental conditions;
 Availability of material.
2.28.7 During Check
a) DCE, Base Maintenance ensures all necessary resources are available before work
begins.
b) C-certifying staff reviews the maintenance works to ensure availability of all necessary
supports during check. C-certifying staff and support staffs consider human
performance & limitations to prevent any human errors.
c) If any NRC is raised by support staff during check, it is enlisted in the NRC control sheet
and the Job Card Distribution and Return List,
d) C-certifying staff receives and ensures completion of all task(s) in each job-card
distributed at the end of the day.
e) C-certifying staff and support staffs give special attention and takes maximum devotion
on human factors for Critical Tasks, if the critical task is extended outside normal day
shift.
f) C-certifying staff prepares a List of all components replaced in this check and hands
over to Principal Engineer/planning Engineer of Production Planning.

Revision: 01
Date: 05-12-2022
Table: Sample of NRC Control Sheet

2.28.8 Status Meeting:
a) Due to the workload and the complexity of a project a status meeting will be held if
required. If the check needs more than four days to complete then a periodic Review
Meeting at every four days shall be held to discuss the progress and difficulties for
ensuring on time completion of the check as per plan.
b) Participants are:
i. DCE (Base Maintenance) /representative
ii. DCE (Component Maintenance) /representative
iii. Principal Engineer (Production Planning)/representative
iv. Quality Control (AMO) representative (if any).
v. C certifying Staff for the check.
vi. Customer Representative (other than Biman);
c) The following items should be discussed during the status meeting:
i. Control if the performed workload is on track, i.a.w. the time schedule of the
project;
ii. Availability of manpower and Support Staff;
iii. Availability of tooling and ground equipment;
iv. Availability of hangar space;
v. Availability of material;
vi. Any further open item and / or occurrence.

Revision: 01
Date: 05-12-2022
2.28.9 Post Check review
a) After completion of the check, Principal Engineer / Planning Engineer of Production

Planning sends the completed package (WO) including list of outstanding cards (if any)
and list of component change during the check to Technical Record Section of
Engineering Planning Department through a transmittal letter.
b) Within 15 days of completion of each check, Principal Engineer (Production Planning)
calls in a Post-Check meeting to review problems faced during the last check and finds
solution to prevent recurrence with following attendees:
- C certifying Staff of the check,
- Manager Records / representing AM or DM
- Manager (Tech. Stores) / representing AM or DM
- Principal Engineer (MSS)/ In-Charge Tools Store
c) Principal Engineer (Production Planning) publishes a “Summary Report/ Check Report”
following each check and forwards a copy to the operator/customer. He will also
forward the same to the Quality Assurance Division.
[Part 145.A.47 (a) (b) / AMC.A.47 (a) (b)]

[Part 145.A.70 (a) 12]

Revision: 00
PART L2, CHAPTER L2.1
Date: 22-08-2022
LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS, EQUIPMENT ETC.
L2.1 LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS, EQUIPMENT ETC.
L2.1.1 General
(a) Maintenance Manager is responsible to ensure that the minimum required aircraft
components, tools and test equipment and approved maintenance data are available
at different line maintenance locations to perform the line maintenance activity
smoothly as per the capability of the respective location. The updated technical
publications, technical notice, quality notice are provided from Dhaka base. In-charge
technical library provides updated CDs/DVDs, technical notice(s) and Chief Engineer
Quality Assurance provides quality notice(s). However, concerned Certifying Staff and
technician is responsible to ensure that approved maintenance data used by them are
correct and valid. A copy of up-to-date list of technical documents is held by the
Principal Engineer or responsible Station Engineer at respective line maintenance
locations. The Principal Engineer or Station Engineer at Chittagong, Sylhet is
responsible to ensure the control and compliance of quality issues in respect of aircraft
component, tools and test equipment and maintenance data. During quality audit,
Principal Engineer Services and Audit ensures that all the above-mentioned items and
maintenance data retained are current and functioning as per company policy and
compliance of regulatory requirements.
(b) All line maintenance stations are equipped with adequate facilities, manpower,
maintenance data, spares, material, tools, and equipment commensurate with the
scope of maintenance activities at each station.
(c) All aircraft spares, special tool and equipment are adequately tagged and be procured
from Material Management Department.
(d) Stores Facility for aircraft components, tools and equipment are audited periodically.
(e) Aircraft components/spares/material held at any station is accompanied with

Serviceable Label, generated while booking the item in to inventory, and shall be
stored complying with required storage conditions.
(f) Special storage conditions to be complied for any component/material, including shelf-
life limitation, is monitored, and ensured compliance to such conditions by respective
Station Engineering in-charge.
(g) An inventory of tools and test equipment for each station is maintained by the
respective station in-charges.
(h) Wheel assemblies for the various aircraft is kept on stand and necessary Wheel
Trolleys are available for quick use in Line Maintenance.
(i) Tools Store for Line Maintenance operate an inventory of General tools and equipment
such as torque wrenches, pressure gauges, charging kit etc. which is required for the
day-to-day line maintenance operation. An inventory of tools and test equipment for
the various location shall be maintained.
Issued by Biman AMO Page: L2.1-1

Revision: 00
Date: 22-08-2022
(j) All precision tools and test equipment, are suitably stored in proper storage conditions,
controlled, and shall possess valid Calibration Lab ‘Due Date’ stickers. Items requiring
periodic calibration shall be routed to the Calibration Lab.
(k) Aircraft spares considered essential for safe operation of aircraft are carried in flight
pack (Fly Away Kit) on board customer aircraft. Spares contained in the Flight Pack
shall be in the original container along with their SERVICEABLE Label.
(l) The shelf life and ultimate life (if applicable) of all spares in flight kit is maintained.
Whenever a Flight Pack component is used it shall be recorded in Aircraft Technical
Log, the Flight Pack is restocked at customer main base. A Flight Pack list is provided in
the container and a copy is also provided in the Aircraft library in Cockpit.
(m) Provision is also made through the IATA Consolidated Pool to obtain spares which are
not available in-flight pack for use (if the customer is a member of IATA consolidated
pool).
(n) Aircraft spares, special tool and equipment needed to support non-BG aircraft
operation are furnished by the respective Operator. Where BG-owned aircraft spares,
special tool and equipment are to be utilized, it shall be in accordance with procedure
stipulated in the applicable contract.
(o) Component/spares/tool/equipment when unserviceable/ life expired/ calibration

validity expired are withdrawn from service and quarantined with unserviceable label.
Such item shall be rooted to main stores restoring the serviceability status.
(p) When a component is removed in serviceable condition from an aircraft, the CAAB
Form-1 is issued by the respective AME if the removed component is required to be
installed on the aircraft operated by Biman or another operator.
(q) All aircraft spares and equipment are obtained from Technical Stores. The Tools Stores
located within Hangar holds special tools, general tools and equipment required for
day-to-day work in the line. Tools Stores also holds torque wrenches, tire pressure
gauges, nitrogen charging tools, etc. which are issued on loan. It is the responsibility of
the appropriately Authorized Certifying Staff to ensure that the correct components
are used before installing it on aircraft.
(r) Each Certifying Staff ensures that no new part is installed on an aeronautical product
unless the part meets the standards of airworthiness applicable to the installation of
new parts and, in addition, meets a minimum of one of the following:
i. The new part has marking identifying it as a part specified in the type
design conforming to a recognized national or international standard, or
ii. The part has been approved for use on an aeronautical product, in
accordance with the type certificate/STC, if the part was originally
designed and manufactured for non-aeronautical use, or
iii. The new part was manufactured under a Parts Manufacturer Approval
(PMA).

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Date: 22-08-2022
(s) Each Certifying Staff ensures no used part is installed on an aeronautical product
unless the part meets the standards of airworthiness applicable to the installation of
used parts and is either:
i. An airworthy part that has been removed from an aircraft for immediate
installation on another aircraft, or
ii. An airworthy part that has undergone maintenance for which a
maintenance release has been signed by an appropriately rated Approved
Maintenance Organization (AMO).
L2.1.2 Component or Materials Acceptance
Manager of Technical Stores is responsible for receipt and incoming inspection of all
arriving aircraft component, spare parts, materials, tools, test equipment. A detailed
procedure is described in the chapter 2.2 of this exposition. However, additional policies
are follows for line maintenance locations.
a. Line stations possesses minimum aircraft components, parts / materials and minimum
number of standard hand tools, equipment which are considered essential. If required,
additional components, parts / materials and tools, equipment which are necessary for
actual operation will be provided from Dhaka base.
b. The other policy of Biman is to carry ‘on board spares’ usually called as Flight Pack or
Fly Away Kit, which contains aircraft essential components, parts, materials and tools
for safe operation and prevent aircraft AOG situation at line stations. The containment
in the Flight Pack is approved by the Chief Engineer Production after considering
operational experience, MEL requirements and spare pool parts arrangements. The
components, parts, materials list in the Flight Pack are compiled by DGM Technical
Stores/delegated personnel. Spares contained in the Flight Pack shall be in the original
container along with their SERVICEABLE Tag/Label.
c. If any component from the Flight Pack is used, the concerned certifying staff or AME
shall sign the flight pack list with respect to each item used, and an entry in the AML is
made mentioning that the item(s) have been used from the flight pack.
d. The component which is replaced shall be sent to Dhaka base with an UNSERVICEABLE
tag/Label duly filled up and signed. The responsible Station Engineer/Certifying Staff
concerned shall convey message to Dhaka base for collection of the UNSERVICEABLE
component and handed over the same to the technical store. The Flight Pack items,
and updated list will be replenished at Dhaka base by DGM Technical Stores/delegated
personnel. An updated flight pack list along with the flight pack lock opening key shall
be provided in the cockpit document file. The shelf life and ultimate life (if applicable)
of all spares in the flight pack shall be mentioned and monitored by DGM Technical
stores.

Revision: 00
Date: 22-08-2022
e. If any tool is provided in the Flight Pack, the same shall be monitored by In charge tools
store and/or DCE (LM).
f. Provision is also made through the IATA consolidated pool to obtain spares
components / parts, which are not available in the Flight Pack for use at out stations.
Some AOG situation at out stations components/parts are supplied from Base station
Dhaka.
g. Tools and equipment which are damaged during use are promptly withdrawn from
service. Defective aircraft components, removed at line stations, shall be routed by the
responsible Station Engineer/Certifying Staff concerned for dispatch to base.
h. The contracted or subcontracted personnel will do the same for out stations where
Biman’s staff are not posted. Unserviceable component will be dispatched to Dhaka
base by the same aircraft / flight from which it has been removed at any line station or
alternately, at the earliest opportunity.
i. In case of providing line support to other operator’s aircraft, the tools, equipment and
spares shall be used as per the procedures stipulated in the contract made for the
purpose.
j. If new aircraft component / material is provided by customer, a true copy of

authorized release certificate with customer’s own serviceable tag shall be required for
traceability.
k. For aircraft component, removed as ‘Serviceable’ by the customer for fitment on its
own aircraft/aircraft component (component swapping), such aircraft component shall
only be acceptable with authorized release certificate EASA Form 1, FAA Form 8130-3,
TCA Form 24-0078 /CAR 573 (with double release) issued by customer or customer’s
acceptable documents.
L2.1.3 Serviceable Component Removed from Aircraft
a. Components removed as serviceable from aircraft for troubleshooting or swap to

confirmed serviceability of a component / system, the responsible Certifying Staff
follows manufacturer instructions reference, i.e., AMM, IPC, SSM, TSM, FIM, WDM etc.
If any component is required for removing, the concerned Certifying Staff shall identify
the components/parts with IDENT tag filled-up properly and attached with the
components/parts. The IDENT tag contains the following information of the
part/component: Nomenclature, P/N, S/N, Position and concerned Certifying Staff’s
Name, Authority, and signature.

Revision: 00
Date: 22-08-2022
b. The concerned Certifying Staff is responsible to affix a WARNING tag or CAUTION tag
to the aircraft components /systems affected.
c. An ESDS hand strap/wrist strap is put on for handling ESDS components. If an

electrostatic sensitive components/part is removed from aircraft, it should be kept in
ESDS protective bag/container.
L2.1.4 Storage of Components, Parts or Materials

Components, parts and/or materials inventory is maintained and updated by Deputy Chief
Engineer (LM) or Principal Engineer/Station Engineer at respective line maintenance
location. All items should be removed from the inventory stock on expiry of storage life by
the PE/Station Engineer and notify the DCE (LM) at Dhaka Base for ensuring replacement.
DGM Technical Stores also have a list of items positioned at outstations with details of
their storage life expiry date as applicable and would take action to withdraw the items
well before expiry of the life and replace them. Aircraft spares, tools and test equipment
are stored in environmentally controlled rooms in rack or containers as applicable.
Flammable items is segregated and stored away from the aircraft items. More details can
be found in the chapter 2.3 of this exposition.
L2.1.5 Control of self-life

Aircraft components/materials with shelf life are checked against their documents upon
receipt from vendors/suppliers/workshops/base station. PE /Station Engineer maintains a
register for monitoring self-life/rack life/items that do not comply with current
modification standard. More details can be found in the chapter 2.3 of this exposition.
L2.1.6 Tagging/Labeling
If aircraft component / material / tools reaching rack life is expired or found physically
damaged, the same is segregated and placed at designated location (Serviceable /
Unserviceable / Quarantine) within the Line station locations prior to its disposal or
dispatch back to Dhaka base. PE/Station Engineer responsible shall maintain a register to
monitor component / material / tools / items which are serviceable, unserviceable,
quarantined and scraped. More details are in the chapter 2.3 of this exposition.
L2.1.7 Release of components to maintenance process

Line maintenance stations other than Dhaka base permit only minor repair / temporary
repair within the scope of work. Chapter 2.9 of this exposition can be consulted for repair
procedure.
L2.1.8 Distribution of Material to Maintenance

PE/Station Engineer/Certifying Staff (concerned) shall check and ensure for standard parts
having the following:
i. Appropriate Serviceable Tag with the item.

ii. Correct physical condition of the item and proper packing (as applicable).

Revision: 00
Date: 22-08-2022
iii. Part Number and quantity issued are the same as those demanded.
iv. Part and Serial Numbers are the same as those indicated on Serviceable Tag.
v. Item bears required /applicable modification status.
vi. Packing in an appropriate container.
L2.1.9 Calibration Time Period and Frequency

a. Calibration of tools and equipment are accomplished by Standard Laboratory at Dhaka
base. A Master Calibration List which includes all the record of tools and equipment
calibration periods are maintained in the Standard Laboratory. Standard Laboratory
maintains liaison with Tool Stores/line stations if applicable, for necessary calibration
action when calibration is due as per Master Calibration Chart and Procedure.
However, Line station PE/Station Engineer shall maintain a register for servicing and
calibration program. Refer in the chapter 2.5 of this exposition.
b. The time limits specified are the maximum permissible time allowed; however, any of
the test equipment listed may be calibrated at any time in between the limit if the
respective line maintenance station PE/Station Engineer has any doubt on the
accuracy/appropriateness of the equipment. Calibration period may be amended from
time to time if user’s experience dictates so and subject to proposal being accepted by
the Chief Engineer Quality Assurance.
c. The interval between the calibrations of the equipment (Calibration Time Period and
Frequency) is determined depending on the frequency of its use, way of handling,
environmental issues etc. For instance, a portable tester will have a shorter calibration
interval than the same unit which is mounted into a test bench and also a tester in line
maintenance will need a more frequent calibration than the same tester in an
Overhaul workshop Calibration. chapter 2.5 of this exposition can be consulted for
calibration details.
L2.1.10 Calibration Documentation

a. Calibration register(s) is maintained for all tools, test equipment and gauges at line
station locations and calibration record shall be preserved at least 2 years after the
next calibration due date. Auditors of Quality Assurance shall carry out periodic
inspection of all tools, test equipment and gauges listed in line station register.
b. Calibration control of all precision tools and test equipment is controlled by the
Standard Laboratory. It is the responsibility of all staff to ensure that equipment used
by them have current and valid ‘test due date’ calibration stickers attached.
L2.1.11 Identification of Servicing and Calibration due date

After calibration, a Calibration or Inspection Label/Sticker is attached to it with its code-
number, the date of the last calibration and the due date for the next calibration. This is to

Revision: 00
Date: 22-08-2022
be signed by an appropriate Certifying Staff / Authority holder. The specimen of the

Label/Sticker is furnished below:
Tools Store / Shop concerned maintains the register of the tools / equipment used by it
with data like (i) Vendor/Manufacturer (ii) Date of calibration (v) Date of re-calibration (vi)
Calibration agency.
[Part 145.A.75 (b), Part 145.A.42 (a)]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
LINE MAINTENANCE PROCEDURE RELATED TO SERVICING / FUELLING/
DE-ICING ETC.
L2.2 LINE MAINTENANCE PROCEDURE RELATED TO SERVICING/ FUELLING / DE-ICING / ETC
L2.2.1 General
(a) Aircraft maintenance up to certain level is performed in the Line Maintenance, unless
the environmental conditions adversely affect such activities. All efforts are made to
perform such tasks.
(b) When the working environment deteriorates due temperature, rain, snow, wind, dust
etc. to a level which adversely affect the maintenance / servicing, the work shall be
suspended until satisfactory conditions have been re-established.
(c) The Line Station Engineering in-charge shall ensure that adequate and appropriate
tools and equipment required for servicing are available in serviceable condition for
undertaking aircraft maintenance tasks.
(d) It will be ensured that Maintenance Schedules, inspection cards, task cards etc. are in
compliance with the latest revisions of the source maintenance data.
(e) All maintenance/servicing carried out shall be as per approved procedure/ relevant
part of AMM and documented in the procedure sheet/Work order / Tech Log as
applicable.
(f) Maintenance staff shall ensure serviceability of tool/equipment used for maintenance;
airworthiness status of parts/material used maintenance of aircraft.
(g) Fuel supplying/deicing agencies shall be evaluated and monitored for satisfactory
procedures and quality system of the fuel being supplied. Aircraft fueling/de-fueling
shall be carried out under the supervision of certifying staff in accordance with AMM
procedures, adhering to all safety/ fire hazard procedures.
(h) Fuel quality check for absence of water or other contaminant shall be carried out by
certifying staff prior to refueling/ or as required by the operator/customer. Adequate
communication shall be established between cabin and ground whenever aircraft
fueling operation is undertaken with passenger on board. Compliance to applicable
safety precautions shall be ensured by the AME supervising the fueling operation.
(i) Ground support equipment used for aircraft servicing/ handling shall be serviced
/maintained in accordance with OEM guidelines and respective engineering in-charge
shall ensure the serviceability of the same.
(j) Procedures related to servicing, re-fueling, de-icing etc. are given in ATA Chapter 12 of
the Aircraft Maintenance Manual (AMM) for each aircraft type and these shall be
followed by the Line maintenance personnel. Any person shall not perform duties (on
an aircraft) when under the influence of alcohol, psychoactive/psychotropic

Issue: 02
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substances, or when unfit due to injury, fatigue, medication, sickness, or other similar
causes.
(k) Re-fueling procedures/precautions to be followed as per ANO and company’s

requirements which made it obligatory for the re-fueling of aircraft to be supervised by
certifying staff in order to ensure correct quality, safety, purity, and predetermined
quantity of fuel (provided by the Flight Operations department) during refueling.
L2.2.2 Servicing Procedure
a. Servicing shall be defined as cleaning/lubrication/replenishment of fluids, but not

involving assembly/disassembly.
b. Servicing shall be performed during scheduled tasks in accordance with Aircraft
Maintenance Program (Transit / Daily / “A” checks, etc.). Task cards for servicing shall
be launched and archived by Technical Records section of Planning Records and Docs.
Central Engineering shall ensure update and traceability of the documents. Servicing
can also be carried out during unscheduled tasks.
c. Aircraft Certifying Staff in Line maintenance is responsible to fill-in engine oil
replenishment record in AML on each arrival of the aircraft. Appropriate entries in
check sheets/Task cards, if raised for particular ground time of aircraft, shall also be
filled, and signed.
d. Servicing provided to customer’s aircraft shall be dependent on the nature of contract.
Procedures provided by customers shall be applicable for customer’s aircraft.
L2.2.3 Refueling and Defueling
a. Refueling and Defueling Procedure
i. Refer Maintenance Manual of respective type of aircraft during refueling and

defueling.
ii. No person shall refuel or defuel an aircraft unless the aircraft is so isolated that
any fuel tank filling point or vent outlet lies not less than 50 feet from any
building, public area or not less than 20 feet from other stationary aircraft.
iii. No person shall fuel or defuel an aircraft unless the aircraft and the fueling
equipment are placed so that the fueling equipment is mobile or the aircraft if the
fueling equipment is not mobile, can be easily removed to a place of safety in case
of fire.
iv. No person shall smoke or use a naked flame within 100 feet of an aircraft during a
fueling operation.
v. Persons fueling or defueling an aircraft shall ensure that "NO SMOKING" signs are
displayed in prominent positions near the aircraft and fueling equipment before
and during fueling operations. Such signs should be readily visible to passengers,
persons employed on the aerodrome and by -standers.

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vi. All engines on the aircraft shall be stopped with their ignition switches in the OFF
positions before fueling operation commences.
vii. When an external electrical supply is to be used the connections between that
supply and aircraft electrical system shall be made and securely locked before
fueling operation commences and not be discontinued until the operation had
been completed.
viii. During fueling the aircraft and all items of fueling equipment (including drums,
funnels and other items) shall be effectively connected to points of the same
electrical potential and the aircraft effectively be electrically grounded from the
approved points on the left and right Main Landing Gear Struts.
ix. No person shall except where aircraft is fueled with kerosene, operate or perform
maintenance work on any electrical or radio apparatus within the aircraft during
fueling operation. This does not prohibit the use of the aircraft electrical
apparatus necessary for the fueling process and use of aircraft interior lighting.
But apparatus or lights are to be switched on before the fueling operation and not
to be switch off until the operation has been completed.
x. No person shall operate radar equipment or transmission on any HF, DVET or ATC
Transponder system during fueling or defueling operations.
xi. No person shall, externally to an aircraft, operate an internal combustion engine
or any electrical switch, battery, generator, motor or other electrical apparatus
within 50 feet of the aircraft fueling system or equipment during fueling
operation unless the subject equipment has been suitably flame-proofed.
xii. A cabin attendant shall remain in the cabin at all time when passengers are on
board during fueling. Diplomat cabin couriers may remain on board without the
presence of the cabin attendant provided that:
 Couriers are given adequate briefing on smoking, movement within the
aircraft etc.
 The procedure is acceptable to the National Authority responsible for the
control of the particular airport.
xiii. The cabin attendant shall, during fueling ensure that passengers who remain in
the aircraft do not smoke or do anything likely to cause a fire.
xiv. During refueling the passengers loading ramp shall be in its proper position at the
cabin door.
xv. When wide cut fuel is being used intending passengers or other members of the
public shall not embark or disembark from the aircraft during a refueling
operation.
xvi. During fueling operations with passengers on board, one qualified person must
remain at a specified location ready to initiate an evacuation of the aircraft by the
most practical and expeditious means available. The qualified person must be
capable of handling emergency procedures concerning fire protection and
firefighting, handling communications, and initiating and directing an evacuation.

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Revision: 00
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xvii. When refueling with passengers embarking on board or disembarking, two-way

communication shall be maintained by the airplane’s intercommunication system
or other suitable means between the ground crew supervising the refueling and
the qualified personnel on board the airplane.
xviii. When passengers are embarking or disembarking from an aircraft being fueled
with kerosene a cabin attendant or traffic officer shall direct them along a
prescribed path avoiding hazardous areas to and from the aircraft and see that
they do not linger near the aircraft and the NO SMOKING rule is strictly observed.
The prescribed path is the most direct route from the terminal gate to the
passengers loading ramp, avoiding refueling equipment and aircraft wings.
xix. During refueling, two or/more fire extinguisher either of CO2 type each within a
minimum capacity of ten pound or other approved types shall be positioned
ready for use within 20 feet of the aircraft refueling system and equipment.
xx. All footwears worn by persons operating refueling equipment shall be a non-
sparking type and such persons shall not carry any matches, cigarette lighters or
other objects which could represent an ignition hazard.
xxi. A refueling operation shall be discontinued and the Airport Fire Service notified
when any fuel of a quantity likely to create a fire hazard is spilled on or within 50
feet of the aircraft or refueling equipment and the operation shall not resume
until fire hazard has been removed. In these circumstances the person in charge
of refueling shall notify the AME In Charge who will:
 ensure that passengers on board or in the process of embarking are taken
to a point away from the aircraft and at least 50 feet of the spilled fuel.
 ensure that mobile power units, vehicles and power operated loading
devices are removed to a point at least 50 feet from the spilled fuel.
 ensure that person carrying out maintenance work on or within the
aircraft vacate their positions to a point away from the aircraft and at least
50 feet from the spilled fuel.
 alert the operators whose aircraft are within 50 feet of the spilled fuel.
xxii. When a refueling operation on an aircraft has been completed, the AME In charge
shall ensure that all fuel and oil tank caps are securely refitted.
xxiii. The person in charge of refueling operation shall ensure that-
 all ground fuel stocks are carefully checked for the presence of undissolved
water before refueling operation commences.
Note: This is particularly important when handling fuel from drum stocks. A positive
method such as suitable water detecting paste shall be used. Careful attention for signs of
cloudiness a presence of suspended water droplets is required.
xxiv. When an aircraft is being fueled from drums or in any circumstances where
chamois filter is being used the following earthling precautions are to be
observed:
 earth cable from drum to aircraft,
 earth cable from nozzle control valve to aircraft,

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EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
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DE-ICING ETC.
 earth cable from nozzle control valve to funnel,

 earth cable from control valve to chamois filter.
All earthlings are to be carried out before removing tank filter cap from the
aircraft.
Note: Chamois leather saturated with water will prevent the flow of fuel but will continue
to allow water to pass. Therefore, should any water pass into the funnel, delivery must be
stopped immediately, and the leather changed before continuing delivery.
xxv. No torch shall be used during a refueling operation shall take reasonable steps to
ensure that no person operates a turbojet or turboprop engine in conditions
where an aircraft refueling system or equipment lies to the rear of and within a
15º are on either side of the exhaust outlet axis of the engine unless the distance
of that engine from the refueling system or equipment is as follows:
Engine Type Operating Conditions Minimum Distance Feet
Turboprop At or below normal slow taxi power 50
At power used to initiate movement

75
from a stationary position
Turbojet At or below normal slow taxi thrust 100
At thrust used to initiate movement

150
from a stationary position
xxvi. When any part of the landing gear has become abnormally heated or smoke
visible during landing or taxi, the aircraft shall not be fueled until the heat has
dissipated. Refueling equipment shall not be positioned until the person in charge
of refueling is satisfied that there is no risk from the heated components.
xxvii. Refueling shall not be carried out when aircraft oxygen systems are being
recharged.
xxviii. Do not position any ground equipment under the wing tip during refueling
operations. The wing is deflected downwards under the fuel load with the wing
tip being deflected the most. Also, the fuel tanks are vented through the wingtips
that may produce a dangerous and explosive mixture around the wing tip.
xxix. Refueling pressure should be restricted to 50 PSI and the refueling rate between
1,250-1,985 I.G.M.
xxx. Make certain all stand ladders and equipment that might endanger airplane are
removed during refueling.
xxxi. Depending on the specific aircraft type qualified personnel should be stationed at
Flight Engineer's Fuel Control Panel and at ground de-fueling Control Panel during
the entire de-fueling operation. Personnel should be in communication through

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Date: 22-08-2022
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airplane interphone system when more than one station is involved in de-fueling
operations.
b. Fueling Safety Zone (FSZ) & Related Precautions
i. The Fueling Safety Zone (FSZ) is defined as an area of at least 3 meters/ 10 feet in
any direction from the center-point of all vent exits, refueling plugs, aircraft
refueling ports, fuel hydrants, fuel hoses and fueling vehicles.
ii. Within Fueling Zone, smoking, the use of naked lights or operation of switches on
lighting systems of other than approved pattern shall be forbidden.
iii. All kinds of handheld portable electronics devices shall not be used in the Fueling
Safety Zone including cell phones, portable music players, portable game units or
an earpiece or headset.
iv. All hand torches and inspection lamps and their cable connections used in the
fueling zone shall be of explosion proof/intrinsically safe type.
v. No photographic flash bulbs and electronic flash equipment shall be permitted to
be used within Fueling Safety Zone (FSZ).
vi. Enter the Fueling Safety Zone (FSZ) only when required by your present job task
responsibility.
vii. Persons engaged in fueling operations shall not carry matches or other means of
ignition. They shall also not use footwear with exposed iron or steel studs, nails,
or lips.
viii. Equipment with all metal wheels or rod capable of producing sparks shall not be
moved in the fueling zone while fueling is in progress.
ix. While placing the refueling equipment, oblique approach to the aircraft shall be
followed. The equipment/vehicles driven shall be marshaled in position. Similarly,
withdrawal of refueling equipment/vehicles shall be done under supervision. The
refueling equipment/vehicles shall never be reversed towards the aircraft.

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Revision: 00
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Figure: Fueling Safety Zone (FSZ)
x. The refueling equipment/vehicles shall be placed in such a way that a clear exit
path is maintained all round the equipment to and from the aircraft to allow its
quick removal in case of need.
xi. Do not allow any passengers to enter the Fueling Safety Zone (FSZ)
xii. Do not park any equipment/vehicles in the FSZ.
xiii. Ensure fuel hoses are protected and all ground equipment is kept to a minimum
of 01 meter (03 feet) away from any fuel hose on the stand that is connected
between a fuel truck and an aircraft.
c. Refueling/De-fueling Under Extreme Condition
i. Extreme care shall be exercised while fueling during lightning storms. Fueling shall
be suspended during severe lightning disturbances in the vicinity of the
aerodrome.
ii. Over-wing fueling shall not be carried out during electrical storms. Fueling shall be
suspended during heavy storm/rain
iii. No leaking or defective fueling equipment shall be used.

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iv. When any part of undercarriage assembly has become abnormally heated during
landing or taxying, the aircraft shall not be fueled until heat has dissipated.
Fueling equipment shall not be positioned until the Certifying Staff has satisfied
himself that there is no risk from heated components.
v. Before and during fueling, it shall be ensured that no hazard arises to the
personnel or equipment from the efflux from other aircraft or APUs. If the
hazardous conditions exist, fueling operation shall immediately be suspended
until conditions permit resumption of fueling operations.
d. Fueling with Passengers On-board and During Embarkation & Disembarkation

During refueling/de-fueling with passengers embarking on board or disembarking the
following precautions are to be taken:
i. One qualified person must remain at a specified location during fueling
operations with passengers on board ready to initiate an evacuation of the
airplane by the most practical and expeditious means available. The qualified
person must be capable of handling emergency procedures concerning fire
protection and firefighting, handling communications, and initiating and directing
an evacuation. Qualified person may be an AME or Cockpit Crew.
ii. When refueling with passengers embarking, on board or disembarking, two-way
communication shall be established, tested and remains available between
ground staff, supervising the refueling and a qualified person on board. This
communication may take place via the aircraft interphone communication system
or via other suitable means.
iii. The person responsible for supervising the refueling shall inform qualified person
on board (AME/Cockpit crew) and around the aircraft that fueling is about to
commence and when fueling is completed.
iv. "FASTEN SEAT BELTS" signs must be "OFF" and "NO SMOKING" signs must be
"ON", together with interior lighting to enable emergency exits to be identified.
v. Passengers must be instructed to unfasten their seat belts and refrain from
smoking.
vi. Sufficient qualified personnel must be on board and be prepared for an
immediate emergency evacuation.
vii. If the presence of fuel vapor is detected inside the airplane, or any other hazard
arises during refueling/de-fueling, fueling must be stopped immediately.
viii. The ground area beneath the exits intended for emergency evacuation and slide
deployment areas must be kept clear.
ix. When refueling/de-fueling with passengers on board, ground servicing activities
and work inside the airplane, such as catering and cleaning, should be conducted
in such a manner that they do not create a hazard and that the aisles and
emergency doors are unobstructed.
x. All exit areas, cabin aisles and cross aisles inside the aircraft should be kept clear
of obstructions.

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xi. When a passenger loading bridges is not used, aircraft passenger steps or
alternate means of emergency evacuation should be in place.
e. Safety Measures to Be Taken in Case of Fuel Spillage
The following safety measures to be taken whenever a fuel spill occurs:

i. In case of a fuel spillage, fueling operations shall be stopped from both aircraft
and fuel dispenser end. All persons shall be evacuated from the affected area to a
place at least 15 meters/ 50 feet from the spillage.
ii. In such cases, the qualified person/ person responsible for supervising the
refueling will ensure that passengers on board or in the process of embarking are
taken to a point away from the aircraft and at least 15 meters/50 feet of the
spilled fuel.
iii. Person responsible for supervising the refueling will alert/ advise the qualified
person onboard/ Pilot in Command and airport fire service & ATC about the
spillage.
iv. If safe to do so, mobilize firefighting equipment as standby protection until the
arrival of the airport emergency services.
v. Ensure that mobile power units, vehicles and power operated loading devices are
removed to a point at least 15 meters/50 feet from the spilled fuel.
vi. Ensure that person carrying out maintenance work on or within the aircraft
vacate their positions to a point away from the aircraft and at least 15 meters/50
feet from the spilled fuel.
vii. Alert the operators whose aircraft are within 15 meters/50 feet of the spilled fuel.
viii. Movement of persons and vehicles in the affected area shall be avoided.
ix. As far as possible, restrict all activities inside and outside the spill area to reduce
the risk of ignition.
x. All electrical equipment in use during the fueling operation must be switched off
immediately.
xi. APU shall not be started until spilled fuel is removed and there is no further risk of
spilled fuel or vapors.
xii. Secure the area 15 meters from the contaminated area.
xiii. If fuel is spilled on any item, then such items are NOT TO BE LOADED into the
aircraft.
xiv. Prior to recommencing fueling, action must be taken to clean the spilled fuel.
xv. Engines of vehicles within 6 meters of a spillage shall not be started until the area
is declared safe.

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EXPOSITION (MOE)
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Revision: 00
Date: 22-08-2022
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Figure: Risky Area In-case of fuel Spillage.
f. Fuel Contamination
When fuel contamination is found, full details must be entered in the Technical
Logbook. Information should specify the tank location, type of contamination and
amount of contaminated fuel found, notwithstanding the fact that subsequent drain
checks may reveal that the fuel is clear of contamination. There are few different
categories of Fuel Contamination as mentioned below:
i. Dissolved water present in fuel: This is the water in complete solution in the fuel
and it cannot be detected by any means normally available to an operator. The
quantity of water in solution depends on the temperature of the fuel. Fuel at high
temperature can retain a higher percentage of water in solution than fuel at a
lower temperature. The quantity of water in solution is relatively minor (0.006%
weight at 70ºF) and is not significant to the fuel system and engine operation.
ii. Suspended water present in fuel: This is water in the forms of small droplets
suspended as a "Cloud" in the fuel. Suspended water can result by mixing and

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
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DE-ICING ETC.
agitating the fuel and water. It can also result if fuel containing dissolved water is
cooled. Cooling of fuel will result water precipitating out of solution since fuel
retains less dissolved water at lower temperature. Cooling can occur during
refueling since the fuel entering the tanks will be cooled on contacted with cold
aircraft structure or with the cold fuel remaining in the tanks. The amount of
suspended water formed will depended on dissolved water content, temperature
drop and other conditions. Suspended water can vary from a cloud of heavy
droplets that are readily visible to a transparent haze of minute droplets, which
are detectable only with special equipment. The percentage of suspended water
can be the same whether droplets are large or small, and consequently cloudy
sample does not necessarily contain more water than an almost clear sample.
Suspended water will eventually settle to the bottom of the tank. The rate of
settling increases as droplets size increases. Suspended water will not cause
engine or fuel system malfunction while it is in liquid from. However, as the fuel
cools in flight the water droplets can form ice particles, which can accumulate and
possibly block the engine fuel filters. This situation is overcome in commercial jet
aircraft by the use of fuel heaters, which keep the suspended water in liquid form.
iii. Free water present in fuel: This water, which has collected into consolidated
globules or as a layer at the bottom of the fuel container. It is caused by the
accumulation of suspended water which has settled to the bottom of the tank or
by condensation along the fuel tank walls from which the water drains down to
the bottom of the tank. Free water, if it enters the fuel system in sufficient
quantity, could result in engine malfunction and is the only water which is of
direct concern in water drain checks. As a layer of free water can be difficult to
visually identify in a fuel sample it is necessary to apply the Water Finding Paste
for water check on fuel drain samples.
g. Fuel Contamination Recording Procedure

Maintenance personnel are required to report all instances of fuel contamination to
Quality Assurance for records and necessary investigation. When fuel contamination is
found at line station full details must be entered in the Aircraft Maintenance Logbook
(AML). Information should specify the tank location, type of contamination and
amount of contaminated fuel found, notwithstanding the fact that subsequent drain
checks may reveal that the fuel is clear of contamination. When fuel contamination is
found at Dhaka base station the above shall apply except those full details shall be
entered in the Inspection Report Sheet.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
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h. Refueling
i. For refueling of an aircraft, certifying staff shall comply with the following
instructions to implement Biman operational procedures for refueling (corporate
responsibilities, safety measures, passenger information, etc.):
1. Aircraft should be parked in open area, outside hangar, for any type of
refueling. Fuel quantity required for each flight shall be computed and
informed to shift in charge by flight operations.
2. Certifying staff concerned shall receive the fuel required information from
the shift In-charge and raise refueling request to the refueling
organization.
3. Prior to refueling, fuel contamination check for water may be performed
by certifying staff. Syringe and capsule procedure may be used.
4. Certifying staff concerned shall certify fuel uplift slip raised by the refueling
organization in duplicate.
5. One copy of fuel uplift slip completed by the Fueling Organization and duly
signed by the certifying staff concerned shall be attached with log slip
detached from Aircraft Maintenance Log (AML) at base or line station (blue
copy). Second copy of fuel up-lift slip shall be kept in Aircraft Maintenance
Log (AML) for reference of the cockpit crew.
ii. Refueling Quantity Information and Documentation

1. Aircraft should be parked in open area, outside hangar, for any type of
refueling. Fuel quantity required for each flight shall be computed and
informed to shift in charge by flight operations.
2. Certifying staff concerned shall receive the fuel required information from
the shift In-charge and raise refueling request to the refueling
organization.
3. Prior to refueling, fuel contamination check of source shall be carried out.
4. Certifying staff concerned shall certify fuel uplift slip raised by the refueling
organization in duplicate. One copy of fuel uplift slip completed by the
Fueling Organization and duly signed by the certifying staff concerned shall
be attached with log slip detached from Aircraft Maintenance Log (AML) at
base or line station (blue copy). Second copy of fuel up-lift slip shall be
kept in Aircraft Maintenance Log (AML) for reference of the cockpit crew.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
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i. De-Fueling
De-fueling of aircraft shall be restricted to minimum and is done when necessary for
any maintenance task or flight requirement. However, process for de-fueling should be
as follows:
i. Certifying staff shall ensure that the aircraft is parked outside the hangar and
inform fueling company with written request on de-fuel requirement slip.
ii. Aircraft should be de-fueled as per AMM and all precaution is taken.
iii. Certifying staff (concerned) shall ensure final close-up operations and certify the
de-fueling quantity slip raised by fueling company.
j. Training
It is essential that all personnel connected with the fueling operations are adequately
trained and are supplied with appropriate instructions and guidance on safe operating
procedures. All such personnel shall be fully conversant with the operation of
firefighting equipment provided for the fueling operations.
L2.2.4 Toilet Servicing

a. Introduction
The complete procedure for servicing the aircraft toilet waste tank(s) consists of the
following three steps:
(i) Draining of the waste tank(s)
(ii) Flushing of the waste tank(s)
(iii) Adding an amount of pre-charge and/or a concentrated deodorant pre-charge
product-as applicable.
Caution:
1. Toilet lluids are corrosive.
2. Prior to servicing, inspect the toilet servicing panel on the aircraft for signs of
leakage.
3. lf any horizontal blue streaks are observed, shall be cleaned prior to servicing.
4. After cleaning, look again for signs of leakage.
5. Blue ice build-up at higher altitudes may influence airworthiness. ln case of a
possible leak, immediately inform the airline representative, ground engineer,
or advise the flight crew.
b. Hygiene Precautions
(i) Wear heavy rubber gloves, full face protection and protective-clothing against
harmful wastes when performing toilet servicing.
(ii) Do not park the toilet service unit in the same area as the water service unit nor
at the water filling point.

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EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
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Caution:
Once an agent has performed toilet servicing on an aircraft, the same agent cannot
perform water servicing during the same task.
c. Procedure
Each aircraft type has specific requirements for toilet servicing and the amount of pre-
charge and/or concentrated deodorant pre-charge product. Refer to the appropriate
AMM procedure for specific instructions per aircraft type.
(i) Prior to opening a toilet service panel, check for stains around the panel.
(ii) While opening the service panel, stay clear and watch for signs of leakage.
(iii) Stay clear of the drain fitting cap while opening and watch for signs of leakage.
Make sure the drain hose Y-fitting coupling is connected correctly, before a drain
valve handle is pulled.
(iv) Empty the waste tank(s).
(v) Flush the waste tank(s) in accordance with operator requirements.
Pre-charge the tank(s) with the correct quantity of water and disinfectant, as
applicable.
(vi) Fill the waste tank(s) with the correct amount of water and concentrated
deodorant pre-charge packets or pre-mixed fluid as applicable. For aircraft
equipped with a conventional toilet system, fill the waste tank(s) with the
correct amount of water and pre-charge or concentrated deodorant pre-charge.
(vii) After servicing ensure there are no leaks at the drain fitting cap and the end of
the drain hose Y-fitting coupling.
(viii) Close the nozzle tightly to prevent the accumulation of ice during flight and wipe
off residual water and disinfectant.
(ix) Check for possible leakage.
(x) After servicing, close and latch the fitting caps and service panel door.
Note : Inform aircraft maintenance or flight crew, if:

 Fluid leak is observed.
 The drain valve will not open or the waste tank cannot be drained.
Report any spillage of waste to the supervisor.
d. Toilet Draining
(i) Drain the aircraft waste system into the waste tank of a toilet service unit.
(ii) Observe the waste drain hose during draining to confirm that waste tank is
completely emptied. The hose will also vibrate for a few seconds as the contents of
the waste tank pass into the waste tank of the toilet service unit.
Note: Drain the waste tanks one at a time for optimal results.
e. Inoperative Toilet Systems

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
DE-ICING ETC.
If defects of the toilet system prevent regular servicing, consult with qualified technical
staff for assistance. If no technical staff is available, inform the flight crew or airline
representative.
L2.2.5 De-Icing/Anti-icing
a. Purpose
De-icing and Anti-icing are the most widely used methods to prepare Airplanes for
take-off and safe flight in winter conditions. Proper and adequate de-icing, followed by
an application of appropriate anti-icing fluid, provides the best protection against
contamination. De-icing removes continuation of formation of frost, snow or ice from
airplane surface and anti-icing provides a protective film to delay formation of frost,
snow, or ice. A visual or physical check of critical airplane surfaces is to be made to
confirm that the treatment has been effective, and that the airplane is in compliance
with the clean aircraft concept before taking-off.
i. Flight operation under conditions conducive to icing, particularly when the

aircraft is on ground, might have significant effect on aircraft take-off
characteristics. Contaminants such as frost, ice or snow on the wings disturb the
airflow resulting in reduced lift, increased drag, increased stall speed and possibly
abnormal pitch characteristics. Ice on critical surfaces and the airframe may also
break away during take-off and may ingest into Engines, possibly damaging fan
and compressor blades. Ice forming on Pitot tubes and static ports or on angle of
attack vanes may give false signals and result in such changes in operational data
that may be critical for flight characteristics.
ii. It is therefore imperative that take-off not be attempted unless it has been
ascertained that all critical surfaces of the airplane are free of adhering snow,
frost, or ice formations.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
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b. Procedure
i. A request by BG personnel for Biman Aircraft De/Anti-icing shall be made to
concerned Ground Handling Agent.
ii. Aircraft shall be De/Anti iced in the sequence of the confirmed off block time
(COB) as communicated by responsible BG personnel.
iii. A walk around check shall have to be made by the ground / flight crew prior to
the application of de/anti icing fluids. If ice, snow, or frost is discovered on critical
surfaces, fuselage, wing or landing gears, de/anti icing of the airplane must be
accomplished.
iv. The De-icing vehicle crew will ensure that the BG cockpit crews are informed
about the beginning of the De/Anti icing process. The cockpit crew shall then
immediately configure the aircraft for De/Anti icing.
v. De-icing/Anti-icing processes will be maintained as per the approved industry
standard Ground Handling procedure / Original Equipment Manufacturer (OEM)
procedure. De-icing/Anti-icing process should be carried out by the qualified
person/personnel having appropriate training.
vi. The Ground-Handling agency will also perform post De/Anti icing inspection to
ensure adequate application of fluids in designated areas.
vii. The flight crew will receive an “ALL CLEAR” signal after completion of De-
icing/Anti-icing processes before movement of aircraft.
viii. The BG pilot in command shall be responsible for the determination of
compliance with the aircraft performance, aircraft procedures and manuals and
the assessment of and adherence to the correct Holdover time.
ix. In case of solid precipitation, the anti-icing protection will become obsolete, and a
new de/anti icing process will have to be performed before take-off.
x. A Check is to be made to ensure compliance with the Clean Aircraft Concept
immediately following the application of de/anti icing fluids and this is to be
accomplished by a qualified person in accordance with the approved program.
The pre-take off check, which is the responsibility of the BG Pilot in command,
ensures that the representative surfaces of the airplane are free of ice snow or
frost just prior to take off.
xi. De/Anti icing application must be reported to the flight deck crew and an entry
must be written in Aircraft Logbook for records.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
DE-ICING ETC.
c. De-Icing/Anti-Icing within Bangladesh:

As per available historical weather data/statistics for all airports in Bangladesh, since
the air temperature does not reach at/or below icing range even during peak winter
seasons, Biman has not yet used de-icing/anti-icing procedure within the territory of
Bangladesh.
d. De-Icing/Anti-icing in foreign airports:

Any De-Icing/Anti-Icing for Biman’s aircraft in foreign airports, when necessary, is
accomplished as per agreement/contract with Biman for that station and is at the
discretion of that airport authority.
e. Location:
De/Anti icing to be performed at the following airports in Europe where Biman aircraft
are operated:
i. London Heathrow Airport (LHR)

ii. Manchester Airport (MAN)
[Part 145.A.75 (b)]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE DEFECTS
L2.3 LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE DEFECTS
L2.3.1 General
Maintenance ON-Line Stations can be limited to the performance of any maintenance,
troubleshooting and rectification that is carried out before flight to ensure that the aircraft
is fit for the intended flight. Within its capabilities the Station must take appropriate
actions on pilot complaints and maintenance findings.
L2.3.2 Pilot Reports, Engineering Entries and Cabin Defects
Defects found by the Flight Crew or as a result of performing line maintenance shall be
raised and released in the Aircraft Maintenance Log (AML) Book prior to the aircraft’s next
flight. If required, some defect rectification might be deferred having been given the
appropriate authorization. Cabin defects without impact to airworthiness and the safe
operation of the aircraft are to be raised and released in the Cabin Log, if applicable or
otherwise in the AML. The respective Customers Interface Procedures document must be
consulted.
L2.3.3 Rules for Deferring Defects
(a) A defect may only defer if time is limited, parts or facilities are not available, and
provided that the item affected is included in the Operator’s CAME, MEL or CDL.
Conditions for the deferral must be met and time limitations not extended without
explicit authorization from an appropriate authority prior to flight.
(b) If a defect cannot be repaired and maintenance instructions or MEL do not allow
continuing operation, the Stations have to contact the Maintenance Control Center
(MCC) at the home base for further advice.
(c) A certain number of defects do not materially and immediately affect safe operation of
an aircraft. Completion of required maintenance and/or satisfactory rectification of
such a defect can be deferred in order to avoid service schedule disruption without
impairing safe and efficient operation of the aircraft. Those allowable defects are listed
in Minimum Equipment Lists (MEL) for each particular type of aircraft operated by
Biman and can be referred to, by consulting the Aircraft Operations and Maintenance
Manuals for the concerned aircraft type. However, these lists merely give guidance and
do not and cannot cover the full operation of every system and component on engines
and airframe.
(d) Pilots and the attending concerned Engineers must use their discretion at all times in
relation to defer a defect rectification. Each individual defect must be analyzed in light
of its own functional background and its interface with other systems and afterwards a
decision is to be taken whether it is safe to continue operation of the aircraft or to
attend the defect with satisfactory rectification prior to its scheduled flight.
(e) Whenever a satisfactory rectification of a defect is deferred, e.g., a snag is carried
forward or a temporary repair is carried out, the concerned Certifying Staff who makes
the final decision will:
i. Carry out actions such as fixing of placards at appropriate locations, in order to
prevent inadvertent operation.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
ii. Make necessary entries in AML. Write appropriate MEL reference and provide
notes for attention of crews and/ or Routine Check Sheets if deemed
necessary.
iii. Clearly indicate the period for which the rectification is deferred, e.g., carried
forward to base, for the next flight, for the next day or up to the next check.
iv. Ensure that the joining Captain is informed accordingly. ‘Defect rectification’
entered in Supplemental Work Sheets are also rectified and certified in the
same manner.
Note: CRS will be issued by the same person after completion of works in all respect of
the aircraft.
(f) In respect of repetitive defects, Quality Assurance personnel are required to take-over
the investigation and rectification works in association with MCC, RSE Engineers of
Central Engineering and Maintenance Engineer of Line/ Base Maintenance as required.
L2.3.4 Acceptable Deferred Defects (ADD)

Defects that do not affect airworthiness with no operational significance and are not
mentioned in the MEL may be deferred as Acceptable Deferred Defects (ADD). In the case
of “No Operational Significance” defects, e.g., small dents, passenger convenience items,
or defects which in no way would adversely affect the operation of the aircraft, may be
deferred until the next hangar visit/check, and is categorized as “INFO” item under
Deferred Defect Column.
Recording a Defect in the Acceptable Defect Deferred List:

All efforts shall be made for immediate rectification of a defect once detected. However,
for any obvious reason e.g., ‘Nil’ spare or other justifiable reasons, appropriately rated
maintenance engineer shall take acceptable temporary maintenance actions in
consultation with MCC and Engineering Services department. This is to ensure that the
deferment of the defect after acceptable temporary maintenance actions will have no
direct or indirect effect on safety and airworthiness of the aircraft. The details of such
deferments shall be transferred to the Acceptable Defect Deferred List for monitoring and
final corrective actions.
Procedure:
a. The defect maybe categorized as ‘ADD’ item under deferred defect column, taking
proper temporary measures as per approved process/procedures of the relevant
manuals or in accordance with the engineering advice.
b. Defect details to be entered in the ‘DMI SHEET’ with Authority No. and Date.
c. Required Spare to be demanded on ‘AOG/Critical’ basis. Item demand information also
to be entered in the ‘Temporary Action’ column along with the temporary
maintenance action(s).

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
Final action to be taken immediately on receipt of the required spares or

solutions/overcoming the situation to the reasons stated earlier for which the rectification
was deferred. Brief description of the rectification has to be entered in the Final Action
column.
L2.3.5 Certification of Rectification, Transfer of Defects to Worksheets / Job cards
Rectification and clearance of Technical Logbook, pilot reports or maintenance defect
entries by the Line Station must be certified with a Release to Service in the aircraft’s
Technical Logbook. Relevant details of rectification action, Material Part Numbers, CAAB
Form 1 number/Goods Receive Number, AMM references, etc. must be recorded
accordingly. The respective Customers Interface Procedures document must be consulted.
L2.3.6 Awareness of Defects Carried by Aircraft – Monitoring of Repetitive Defects
The Line Station must review all Deferred Defects (ADD, HIL, and DDL) in the Technical
Logbook at each check of the Technical Logbook. Deferred Defects are registered in the
Technical Logbook according to the respective Customers Interface Procedures document.
Note: Repetitive defects are handled similarly but a station might not have control on
repetitive defects. This function is normally performed by the Home Base.
L2.3.7 Worksheets for Non-Routine Tasks
Defects found as a result out of line maintenance shall be raised and released in the
aircraft’s Technical Logbook. When the rectification of a defect becomes too complex, that
detail might not be entered completely in the Technical Logbook, the maintenance
planning shall issue a work package to control work to be carried out to rectify the defect.
On completion, the work package is released, and a CRS must be signed. The Release to
Service in the Technical Logbook and the CRS are to be cross-referenced to complete the
work package (Bill of Work) according to the respective Customers Interface Procedures
document.
L2.3.8 Communication with Main Base
(a) If a defect cannot be repaired and Maintenance Data or MEL does not permit
continuation of safe operation, the Line Station must contact the Maintenance
Control Center (MCC) for further advice. The MCC is a 24-hour desk which coordinates
technical matters, reported from Line Station and / or directly from an aircraft.
(b) The MCC informs the Line Station about possible actions for continuation of the
operation or organizes a repair team from the Home Base for onsite repair at the
respective Line Station.
(c) For deferred defects and their Release refer also to MOE Chapters 2.15 and 2.16.
L2.3.9 Recording of Defects and Corrective Action

The defects observed by flight crew during all phases of flight including those detected
during crew Pre-flight check on ground, are reported by the flight crew in the 'Defect'
column of the AML or CML. Such defects affecting the airworthiness of the aircraft shall be
rectified or may be deferred within the scope of MEL limitations and certified by an

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
appropriately authorized person. Details of investigation and rectification of defects

reported during departure and flight are recorded by certifying staff in 'Rectification'
column of the AML or CML. While making entries of defect rectification, the certifying staff
must record the job done in brief along with such reference, e.g., AMM /FIM/TSM etc. with
his/her signature and date. It is the responsibility of the certifying staff for investigation,
trouble shooting, analysis including repetitive defects prior to release of the aircraft for
flight.
L2.3.10 Awareness of Deferred Defects Carried by Aircraft

When deferred defect is prevailing in an aircraft, the operating flight crew and/or certifying
staff shall be aware of the defect and its MEL/CDL conditions/limitations/actions as
applicable. The deferred defect updated message by TELEX or email to be forwarded to
MCC Dhaka base for onward maintenance rectification and necessary action.
L2.3.11 Repetitive Defect Controls

a. Repetitive Defect is a defect of a particular aircraft system on a particular aircraft
appears three (3) times in a row within a period of fifteen (15) days. When a repetitive
defect is identified by the Reliability System Group of Central Engineering, the same
will be forwarded to Chief Engineer Quality Assurance and MCC and concerned System
Group of Central Engineering. Chief Engineer Quality Assurance will review the list and
forward repetitive defect information to Chief of Technical (FLT OPS) on a weekly basis
for further notification of the Flight Crew.
b. All entries on AML, whether Pilot Reported (PIREP) or Maintenance Reported (MREP)
defects, their rectifications should further be recorded in the AML Database by the
Reliability System Group of Central Engineering according to aircraft registration, ATA
chapter, system and sub-system to facilitate critical study and analysis. Major defect
and defect that show recurring cycle (identified as weak area) or unusual
characteristics shall be picked up by the System Engineer (concerned) of System Group
of Central Engineering for critical study and suitable remedial actions.
c. MCC will monitor the repetitive defects as per industry practice and as part of day to
day activities and take corrective action accordingly. During taking corrective action,
previous maintenance/rectification action is also taken into consideration.
d. Besides, respective System Groups of Central Engineering also monitor the repetitive
defect and give advice to MCC for rectification of defect if required. Concern System
Groups of Central Engineering will consult available technical literature, taking
assistance from the aircraft maintenance engineers and if necessary, communicating
with the relevant manufacturer/vendor of the system/product and also previous
maintenance/rectification methodology and actions taken.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
e. A Bi-weekly System Reliability meeting also tracks the critical defects occurring
including repetitive defects to address the problem for ensuring remedial action. In
addition to this, monthly defect statistics shall be presented by the Reliability System
Group of Central Engineering where if PIREP rate exceeds the Alert Limit, shall notify
concerned System Group personnel for ensuring remedial action.
L2.3.12 Coordination with the operator

Maintenance activities taken shall be notified to the operator /customer by (Telex or
email) briefing short details. If any ambiguity during maintenance arises (i.e., complication
of maintenance data, procedure, etc. are not cleared), the same shall be verified from the
advice(s) from the operator /customer by Telex or email upon request.
L2.3.13 Outstation Responsibilities

a. At all outstations where Biman certifying Engineers (AME) release its aircraft to
accomplish and certify maintenance work, they are responsible for ensuring that they
are in compliance at all times, with the latest requirements as specified in this manual
and all technical procedures, documents and instructions. Line Maintenance stations
are not authorized to release aircraft under Biman certifying staffs are controlled by
approved Technical Handling Agent. A procedure manual regarding outstations
certification named “Line Station Technical Handling Procedure Manual” is kept in
Engineering Planning.
b. The Station Manager / Engineer at outstations are responsible for reporting on all
technical activities to PE Line Maintenance.
c. The distribution of all required documentation in outstation is the responsibility of the

PE Line Maintenance and PE Maintenance Planning. They provide each station with the
required customer documentation. A master list of the current customer
documentation is also sent to each station for reference purposes. The master list is
checked with each customer on a regular basis to ensure all revisions are incorporated.
[Part 145.A.70 (a) 12, 15

- Part 145.A.75 (b), (c), (d)]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
LINE PROCEDURE FOR COMPLETION OF AIRCRAFT TECHNICAL LOG
L2.4 LINE PROCEDURE FOR COMPLETION OF AIRCRAFT TECHNICAL LOG
L2.4.1 Technical Log system

The Aircraft Technical Logbook (ATL) is a document on board the aircraft, on which all line
maintenance activities on the cited aircraft are recorded. For recording all maintenance
activities, Biman AMO uses operator/customer provided ATL/AML and follows the
operator/customer filling procedure. Completion of sector record page and distribution
copies of ATL are followed as per operator/customer procedure. The Line Certifying Staff is
responsible for filling the ATL. Provided full compliance with Part-145 maintenance
standards, generally ATL must be filled making reference to customer procedures.
Completion and handling of Aircraft Technical Log is performed according to customer
policy and procedures.
L2.4.2 Training on ATL filling procedure
Certifying/support staffs are provided with training on operator/customer’s completion

procedure.
ATL must be filled in a way as clear and detailed as possible; records shall:
a. be in simple English language so that the crew is able to understand;
b. be written in capital letters.
c. use as less abbreviation as possible (anyway only very common ones will be used).
d. make clear reference to used regulatory documentation.
L2.4.3 Certification / Sign-off

(a) Certifying Staff issues a CRS for each maintenance action taken within his ratings.
Before issuing the CRS, he is satisfied that both organization and operator/customer
procedures have been followed. He also records ETOPs operations and
Duplicates/Independent inspection. In any case he verifies that -
(i) Work carried out, as detailed in the maintenance records, fits the snag.
(ii) The task have been recorded correctly and completely;
(iii) Work carried out, as detailed by maintenance record, is sufficient to rectify the
defect.
(iv) Any tasks not performed, within the scope of MEL and customer procedures, it
has been clearly notified and recorded and relevant procedures for deferment
are done.
(b) The CRS must contain the following statement:
“Certifies that the work specified except as otherwise specified was carried out in
accordance with Part-145 and in respect to that work the aircraft/aircraft
component is considered ready for release to service”.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
LINE PROCEDURE FOR COMPLETION OF AIRCRAFT TECHNICAL LOG
(c) If such a statement is not pre-printed on the ATL nor is not possible to write it down
entirely, the Certifying staff writes down the statement “CRS per Part 145.A.50”.
(d) The Company Certifying staff issues the CRS putting, near the action taken:
a. handwritten signature.
b. Company Authorization number.
c. The Company approval no. as Maintenance Organization CAAB.145.003.
(e) The fact that not all the works ordered have been completely performed, as
previously agreed with the customer, shall be clearly stated into the block relevant
to the actions taken.
(f) Retention of records is done as per operator/customer procedure. A copy of all ATL is
keep with Biman AMO.
[Part 145.A.50 (a) (b) - Part 145.A.65 (b)]

Issue: 02
Revision: 00
Date: 22-08-2022
LINE PROCEDURE FOR POOLED PARTS AND LOAN PARTS
L2.5 LINE PROCEDURE FOR POOLED PARTS AND LOAN PARTS
L2.5.1 General
Line stations utilizes parts and components provided by main base or
pooled/loaned parts as provided by approved maintenance organization/air carrier
under the international airline pool agreement. It is the responsibility of the
authorized personnel to verify that the component/part has the proper
documentation and compatible modification status before fitment. Whenever a loan
item is fitted to an aircraft at Line Stations, the information is entered into the
Deferred Defect Log and Main Base is advised by telex/fax/e-mail. All loan items
are then returned in accordance with I.A.T.P. procedures, after removal from Base.
Removed items from line stations are consigned back to Main Base. A telex
advising Base of the dispatch flight number and consignment note number will be
sent. All unserviceable items shall be accompanied by Unserviceable Tag.
L2.5.2 Parts requirements

(a) Borrowed parts shall have requirements acceptable by the final customer. Such
requirements are both/either fixed contractually and/or based on agreed
technical procedure. Borrowed parts must have appropriate release certificates
CAAB Form 1 or equivalent in accordance with Part-145 rules (see MOE 2.2).
(b) Parts with different certification can be accepted in emergency case on stations
other than Dhaka but shall be removed from the aircraft at first transit in DAC
within 30 flight hours, which limit occurs first. Conditions and operational
limitations of the component installed, shall be highlighted in ATL.
L2.5.3 Parts acceptance

Line Certifying Staff (CS), after having taken the part in loan shall:
a. Perform the incoming inspection of material in accordance with procedure (MOE
2.2) verifying the presence and the adequacy of attached documentation.
b. Remove the unserviceable component and send it to DAC as required.
c. Install the borrowed component writing on the ATL “installed [component
description] borrowed from [supplier]” and the correct PN and S/N in the
dedicated fields. When prescribed (non-approved certification) add “remove
from the aircraft at the first transit at DAC and, in any case, not later than 30
flight hours”.
Send the removed component to DAC base as soon as possible with the
UNSERVICEABLE Label attached and completely compiled in compliance with the
procedure.

Revision: 00
Date: 22-08-2022
L2.5.4 End of loan

One of the following actions will end the loan:
a. Return of the component to the supplier; or.
b. Purchase; only in case of extreme necessity (the repair / supply of the
component needs too much time, the component is not available on the used
parts market or convenience of the supplier's offer, etc.); or,
c. Standard Exchange; that is the exchange with an equivalent as component
(purchase / sale).
L2.5.4.1 Return to the supplier

(a) Once the standard stock level has been restored, the Materials Management
department issues a Work Order to remove the borrowed component. At the
removal of the borrowed component, the CS checks if there are malfunctions
items pending related to such component, starting from its installation on the
aircraft. If such verifications are satisfactory, the CS will re-certify it by means of
the issue of the CAAB Form 1.
(b) The certificate shall report in the block “STATUS/WORK” the wording
“Inspected/Tested” and in the block “REMARKS” following statements, as
required:
(i) “Only inspected”
(ii) The statement “removed serviceable from a/c [aircraft registration marks]
for end of loan;
(iii) If applicable, add: used for [hours flown on the aircraft] hours and [cycles
accumulated on the aircraft] cycles”.
(iv) If the borrowed component was not new, the words “maintenance history
unknown” shall be added.
(c) Such component with the CAAB Form 1 and POOL Label will be sent to the
Material Management department for data entry and return to the supplier.
(d) Should be not possible ensure the serviceability of the component; a POOL
Label shall be completed with the relevant reasons. The component will be sent
to the shop for repair, or to the owner, as provided by the agreement for
loan/pool.
L2.5.4.2 Purchase
(a) If the replenishment of the store is not possible in a short period, the Materials
Management department informs the involved department to estimate an
increase of the stock. If the purchase of the component is more convenient
than a long-term loan, Material Management department will issue a Purchase
Order with the request of documentation and possible historical data.

Issue: 02
Revision: 00
Date: 22-08-2022
(b) The purchasing can be finalized only if the information and/or the
documentation provided by the owner satisfy the fixed requirements.
L2.5.4.3 Standard Exchange

If the borrowed component status is acceptable (modifications, AD embodied,
historical data, etc.) and the supplier authorizes the exchange, Operational
Materials Management function operates to execute the transaction. Either in case
of Purchase or Standard Exchange, the documentation shall be sent to the
competent receiving area to carry out data entry in the computer system, tracking
and filing operations. Also the purchasing in Standard Exchange can be finalized if
the information and/or the documentation provided by the owner satisfy the fixed
requirements.
[Part 145.A.50 (f), Part 145.A.65 (b)]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM AIRCRAFT
L2.6 LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM AIRCRAFT
L2.6.1 Required Documentation
(a) Certifying Staff or Technical Handling Agent at Line Stations (including Dhaka station)
returns defective rotatable and repairable aircraft components and parts removed to
Biman Technical Stores at Dhaka for processing. At the Line stations, defective aircraft
component removal and tagging is performed under the responsibility of Certifying
Staff, either posted at such line station or accompanying the aircraft. If no such
personnel are available, Technical Handling Agent (Contracted / Sub-contracted
Organization) is responsible for the process as per contract.
(b) Components/Parts which are removed from aircraft should have valid reason, i.e.
defect rectification /found defective during transit check /operational check etc. To
justify that the component/part is defective, the following reference/procedure
should be established for example, AMM, FIM, TSM, ASM, WDM as applicable. The
removal /replacement record shall be entered in AML or Task Card or NRC, and duly
signed by Certifying Staff responsible for the task.
(c) Certifying Staff or Technical Handling Agent ensures that unserviceable items are
clearly identified by the attachment of Unserviceable Label, duly completed, such as
aircraft, position, part number and serial numbers, station, nature of defect, date and
the signature and authorization number of the Certifying Staff. (Appendix A for
Unserviceable label).
(d) For the defective components/parts, all opening port and electrical receptacle are
blanked/capped properly, and fuel /oil /hydraulic /grease stains cleaned if applicable
and shall be identified as unserviceable with the UNSERVICEABLE tag duly signed, and
then enclosed in a proper container /box for transportation from Line stations to
Dhaka base. It is also to be ensured that all fluid from inside the component is drained
and/or depressurized as necessary. The responsible maintenance personnel
/Certifying staff shall convey message (telex/email) to Dhaka base with the shipment
details of defective components/parts.
(e) Defective components removed from the aircraft is accompanied by the
“Unserviceable Tag” (which serves as transportation document). The Release to
Service Certificate of the installed Component will be on file at the Station for three
(03) years and then send to Biman AMO for disposal or further retention in case of
LLP or AD relevant issues. If a Pool Part / loan-part were removed a “POOL Tag” must
be issued to record the required information for the removed part. Customer owned
removed parts will be managed in accordance with customer procedures.
(f) Components removed from aircraft, or their associated engines is adequately
blanked. Removal of components shall follow maintenance manual procedures. The
Line Certifying Staff or supervisor in charge is responsible to ensure all removed
components are correctly blanked and attached with a properly executed
unserviceable label. The component together with the relevant information is passed
to the customer.
(g) In the ATL, the certifying staff makes a clear entry by stating that particular aircraft
component or material has been used from Flight Pack for defect rectification.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
(h) Aircraft component or material, used from Flight Pack at Line station, should be
crossed out from Flight Pack item list. Date, location, signature, and certification
authorization number must be mentioned against such deletion.
(i) Certifying Staff ensures that defective aircraft component is returned to maintenance
base with the same container of the Flight Pack of the affected aircraft or flight.
(j) Certifying Staff or responsible person notices to Technical Store and Maintenance
official at Dhaka base by (Telex or email) about the consumption and shipment details
of the defective Flight Pack item.
(k) Technical Store personnel collects unserviceable Flight Pack item from aircraft on
arrival at Dhaka base and replenish the Flight Pack item with new updated list.
L2.6.2 Servicing Record
During defect rectification, if any servicing is required (i.e., fuel /oil /hydraulic, etc.) that is
recorded in ATL and duly signed by appropriate Certifying Staff. Servicing instructions is
followed as per AMM procedure or as applicable.
L2.6.3 Processing Advice of Removal and Dispatch to Main Base
At each Line Station the data of removed from aircraft Components is transmitted to Main
Base, which are used as an order to ship a new Component to the affected Line Station, if
the Station stores that part. If a work order called for any reason like unscheduled removal
/hard time components/parts, this shall be covered under the work scope at line stations.
All completed work order of respective components/parts dispatch to technical records
section at Dhaka base as early as possible through surface mail or onboard through any
convenient flight. A copy of the same shall be kept at line stations for the time being.
Procedure for returning defective aircraft component, removed from aircraft, shall be the
same as stated in chapter 2.19 of this exposition.
L2.6.4 Dispatch of the parts for Rectification Procedure.
a. Whenever a defective part is replaced at outstation, an e-mail/telex is sent to Dhaka

base giving the P/N, S/N of the removed item and giving the details of defects and
shipment of the defective component. All defective components removed from
aircraft during defect rectification are returned to Dhaka base Technical Stores, with
appropriate UNSERVICEABLE tag. The unserviceable tag giving all relevant details like
Part No, Serial No, Date of removal, aircraft registration, and reason for removal with
AME’s observation pertaining to the defects, etc.
b. Vague and ambiguous entries like “Unserviceable”, “Found Defective”, “Removed as
per instructions from QA/QC/Central Engineering/Planning”, are to be avoided as
reason for removal.
c. Only the correct Part Number as mentioned in the name plate on the component is to
be provided in the unserviceable tag. The unit must be correctly blanked, and
transportation stands, fixtures or other protection if appropriate must be installed

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
and packed in an approved container. As far as possible, the defective unit should be
sent on board the aircraft by making an entry in the Aircraft Maintenance Log (AML)
with information for the Base Station to off-load the item at Dhaka.
d. At Dhaka the defective component is off-loaded by the Line Maintenance Certifying
staff and is sent to Technical Store for onward dispatch to Parts Control Section for
further necessary action with supporting documents like UNSERVICEABLE tag/label
etc.
[Part 145.A.42 (a), (d), Part 145.A.65 (b)]

Issue: 02
Revision: 00
Date: 22-08-2022
LINE PROCEDURE CONTROL OF CRITICAL TASKS
L2.7 LINE PROCEDURE CONTROL OF CRITICAL TASKS
(a) During Line Maintenance work if any critical task has to be carried out, at any Line
Maintenance Location, due to grounding or any unforeseen situation e.g., weather
condition, scheduled maintenance falling due, then necessary manpower, equipment,
literature etc., shall be provided to carry out the work as per the policy spelt out at
chapter 2.23 of this exposition.
(b) But it must be remembered that during a maintenance event, a person cannot
perform work involving tasks of installation of same type components on more than
one system of same aircraft. But, in case only one person is available, at the
completion of work, such person shall re-inspect the installed components. The
performed re-inspection shall be recorded on the ATL or customer’s intended
document. If not otherwise required by the Operator/Customer, in case only one
person is available to perform works this procedure refers to, the Line Certifying Staff
shall record on the ATL or customer’s intended document the performed re-
inspection reporting the reference “Part-145. A.65(b)(3)”. Also, for the re-inspection
the CRS shall be issued.
[Part 145.A.65 (b) 3 / AMC 145.A.65 (b) 3

- Part 145.A.70 (a) 12, 15]

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QUALITY AUDIT OF ORGANISATION PROCEDURES
3.1 QUALITY AUDIT OF ORGANISATION PROCEDURES
The Quality System Procedures required by CAAB Part-145. A.65 is contained in this
section of the MOE. This section gives general explanation about Biman AMO Quality
System Procedures.
Biman AMO has established a comprehensive Quality Assurance Program comprising
of periodic Audits and continuous surveillance covering all areas of organization
capability as per approved scope to fulfill the requirements of CAAB Part 145. This
Program is evaluated and reviewed on continuous basis based on the finding and
feedbacks from the Quality Auditors.
The Quality Assurance Division is located at Dhaka (Main Base) under the direct
management of the Quality Manager who has direct access to the Accountable Manager.
Administration of Quality Audit is also under his control. The Division consists of
experienced qualified auditors.
3.1.1 Definition of the “system/procedure” audit

(a) An audit is a formal and planned functions carried out by a trained auditor complying all
audit requirements. The ultimate output of audit is to ensure that all the organization
management and control systems, processes or procedures accomplish the
organization’s objectives and goals.
(b) The quality audit principle forbids an auditor from auditing his or her own work area, the
auditors are independent.
(c) The Quality Manager ensures that the number of auditing personnel is sufficient to carry
out the independent auditing in all work areas, raise finding reports and perform follow
up activities to verify that findings being rectified are in accordance with applicable
requirements and effective.
(d) The independent audit ensures that all aspects of CAAB Part-145 compliance are
checked every 12 months and may be carried out as a complete single exercise or
subdivided over the 12 months period in accordance with a scheduled plan. The
independent audit does not require each procedure to be checked against each product
line when it can be shown that the particular procedure is common to more than one
product line and the procedure has been checked every 12 months without resultant
findings. Where findings have been identified, the particular procedure should be
rechecked against other product lines until the findings have been rectified after which
the independent audit procedure may revert back to 12 monthly for the particular
procedure.
3.1.2 “System / procedure” Audit Programme

(a) System/procedure audit plan: Biman AMO Quality audit plan ensures that all aspects
of CAAB Part-145 compliance are checked every twelve (12) months. Frequency of
audits is determined in conjunction with the nature of the subject audited. This is
achieved through planned annual audits of all Part 145 activities spread over the 12
calendar months in addition to random surveillance on maintenance activities. A night
surveillance program is also established.
Issued by AMO Page: 3.1-1

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(b) Principles of annual audit procedure planning:

(i) The audit program / plan is developed by Principal Engineer, Audit and
approved by the Quality Manager (chief engineer, QA) before the year starts.
Normally the plan is published in November for the next year and copies are
distributed to the Accountable Manager & Maintenance Manager.
(ii) The approved audit program is reviewed every month for various reasons,
especially to accommodate for approved audit variance.
(iii) Sometimes, due to unavoidable circumstances, it may not be possible to carry
out an audit as per the Quality Audit Plan. In these situations, deferment of a
planned audit is permissible.
(iv) Deviation from approved audit plan: A deviation (henceforth referred to as a
‘variance’) from an approved audit plan can be defined as;
 bringing forward an audit to an earlier date; or
 postponing an audit to a later date; or
 suspending an audit due to changes in approved work scope or capabilities;
or
 Any other reasons that may result in audits not being able to be carried out
as per approved audit plan.
(v) An audit plan variance if reasonably justifiable, Quality Manager may approve
the plan. Any changes to the quality audit plan are notified at least one week
before the scheduled date of planned audit.
(vi) The Quality Manager may defer a planned audit for a maximum period of three
months. If the deferment period is more than three months, the Quality Manager
informs Accountable Manager regarding the deferment and proposes a new
date for the audit.
(vii) All audits subject to variances must be completed before the end of the audit
year except for;
 Product audits of ratings / types for which there are nil activity being carried
out; these audits shall be carried out at the next available opportunity and;
 Product audits of withdrawn / suspended ratings / types due to changes in
approved work scope or capabilities.
(viii) The audit program is prepared on a matrix along with its resource’s allocation
which is kept and maintained by Principal Engineer, Audit. The Audit Plan is
developed to the following functional areas (Table-1) covering Subject matter-
Regulatory and MOE reference (Table-2).
Table-1: Functional Areas
S/N Audit Area

01. COMPONENT MAINTENANCE
02. PRODUCT AUDIT-COMPONENT
03. SPECIALISED SERVICE: NDT, WELDING AND COMPOSITE REPAIR SHOP
04. SUPPORT SHOP

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S/N Audit Area

05. BASE MAINTENANCE
PRODUCT AUDIT AIRCRAFT (PER AIRCRAFT TYPE DURING BASE
06. MAINTENANCE CHECK)
07. LINE MAINTENANCE DAC (NIGHT)
08. LINE MAINTENANCE CGP
09. LINE MAINTENANCE ZYL
10. PRODUCTION PLANNING & TECHNICAL LIBRARY
11. TECHNICAL STORE & RECEIVING INSPECTION
12. QUALITY SYSTEM & ITS RECORD
13. SUPPLIER AUDIT
14. CONTRACTED AMO FOR COMPONENT MAINTENANCE
15. RANDOM/SURPRISE/SURVEILLANCE AUDIT
Table-2: Subject matter- Regulatory and MOE reference
S/N Audit Title Audit Subject And References
145.A.25 Facility requirements;
145.A.40 Equipment, tools and material;
Facilities,
MOE 2.4 Acceptance of tools and equipment;
tools and
01. MOE 2.5 Calibration of tools and equipment;
equipment
MOE 2.6 Use of tooling and equipment by staff (including
alternate tools);
MOE 2.7 Cleanliness standards of maintenance facilities
145.A.42 Acceptance of components;
MOE 2.1 Supplier evaluation and subcontract control procedure;
MOE 2.2 Acceptance/inspection of aircraft components and
material from outside contractors;
MOE 2.3 Storage, tagging and release of aircraft components
Parts, and material to aircraft maintenance;
02. Components Moe 2.19 Return of defective aircraft components to store;
and materials MOE 2.20 Defective components to outside contractors;
MOE L2.1 Line maintenance control of aircraft components,
tools, equipment etc;
MOE L2.5 Line procedure for pooled parts and loan parts;
MOE L2.6 Line procedure for return of defective parts removed
from aircraft
145.A.30 Personnel requirements;
145.A.35 Certifying staff and support staff;
MOE 2.22 Control of man-hour planning versus scheduled
maintenance work;
MOE 3.4 Certifying staff and support staff qualification and
03. Personnel training procedures;
and certifying MOE 3.5 Certifying staff and support staff records;
staff MOE 3.7 Qualifying inspectors;
MOE 3.8 Qualifying mechanics;
MOE 3.12 Control of manufacturers’ and other maintenance
working teams;
МОЕ 3.13 Human factors training procedure;
MOE 3.14 Competence assessment of personnel.

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145.A.45 Maintenance data;
MOE 2.8 Maintenance instructions and relationship to
aircraft/aircraft component manufacturers’ instructions including
Maintenance
04. updating and availability to staff;
data
MOE 2.10 Aircraft maintenance programme compliance;
MOE 2.11 Airworthiness directives procedure;
MOE 2.12 Optional modification procedure.
145.A.55 Maintenance records;
MOE 2.13 Maintenance documentation in use and completion of
same;
MOE 2.14 Technical record control;
Maintenance
MOE 2.17 Records for the operator;
05. records and
MOE 2.21 Control of computer maintenance record systems;
paperwork.
MOE L2.4 Line procedure for completion of technical log;
MOE 4.1 Contracting operators;
MOE 4.2 Operators procedures and paperwork;
MOE 4.3 Operator record completion
145.A.50 Certification of maintenance;
MOE 2.9 Repair procedure;
MOE 2.15 Rectification of defects arising during base
maintenance;
MOE 2.16 Release to service procedure;
MOE 2.23 Control of critical tasks;
MOE 2.25 Procedures to detect and rectify maintenance errors;
Certification, MOE 2.27 Procedures for notification of maintenance data
defects,
inaccuracies and ambiguities, to the type certificate holder;
06. contractors,
MOE L2.3 Line maintenance control of defects and repetitive
subcontractors.
defects;
MOE L2.7 Line procedure control of critical tasks;
MOE 5.1 Sample of documents;
MOE 5.2 List of sub-contractors as per Part 145.A.75 (b);
MOE 5.3 List of line maintenance locations as per Part
145.A.75(d);
MOE 5.4 List of contracted Part 145 Organizations as per Part
145.A.70(a)16.
145.A.20 Terms of Approval;
145.A.70 Maintenance organisation exposition;
145.A.75 Privileges of the organisation;
145.A.80 Limitations on the organisation;
Maintenance 145.A.85 Changes to the organisation;
07. organization. MOE 1.8 General description of the facilities at each address
intended to be approved;
MOE 1.9 Organisations intended scope of work;
MOE 1.10 Notification procedure to the competent authority
regarding changes to the organisation’s activities/approval/
location/personnel.

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145.A.65 Safety and quality policy, maintenance procedures and
quality system;
MOE 2.24 Reference to specific maintenance procedures;
MOE L2.2 Line maintenance procedures related to
servicing/fuelling/de-icing including inspection for/removal of
Quality
deicing/anti-icing fluid residues, etc;
procedures,
08. MOE 3.6 Quality audit personnel;
special
MOE 3.9 Aircraft or aircraft component maintenance tasks
services
exemption process control;
MOE 3.10 Concession control for deviation from organisations’
procedures;
MOE 3.11 Qualification procedure for specialized activities such
as NDT welding etc.
145.A.60 Occurrence reporting;
09 Occurrence
MOE 2.18 Reporting of defects to the competent authority /
. reporting
operator / manufacturer.
Planning, 145.A.47 Production planning;
10
shift/ task MOE 2.28 Production planning procedures;
.
handover MOE 2.26 Shift/task handover procedures.
(c) Grouping of audits: Grouping of Procedure and Product Audits may be made in the
Annual Program, normally which includes Organization System Audits, Procedure Audits
and Product Audits to monitor compliance with, and adequacy of, procedures required to
invoke good maintenance practices and airworthy aircraft/aircraft components. Principal
Engineer, Audit may choose to partially divide audits into smaller unit’s or group audits
together dependent upon the complexity of the area, procedure, or product line. Partially
divided or grouped audits may be carried out at the same time by multiple auditors or by
the same auditor at different times.
(d) Dates and timescales: Audit plan will take into consideration weekends, days off, official
national holidays in the audit location and there is a mutual understanding on the date and
time of the audit (schedule). As such, the auditor(s) must have the consent from the
Auditee on the date and time of the particular audit to be conducted. The following are also
taking into consideration while planning audit timescales:
 No of staff of Auditee
 No of shifts
 Scope of the audit
 Location
(e) Audit of the Quality system by an independent auditor, being either:

 A person employed by Biman AMO and working in another department who is trained
in auditing techniques and has knowledge of CAAB Part-145 regulatory requirements;
or,
 A person contracted by Biman AMO for part-time basis or short time contract based on
the 145.A.30 (d) to perform audit on the quality system procedures, e.g. a person
contracted from outside Biman AMO that is trained in auditing techniques and has
knowledge of CAAB Part-145 regulatory requirements. This case does not mean
subcontracting the quality system.

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(f) Audit of contracted organisations /Subcontractors/Suppliers, as applicable

depending to the monitoring criteria defined in MOE chapter 2.1.
Contracted organization, subcontractors, and suppliers are monitored through methods
describes in chapter 2.1. In case, that auditing is the method used for monitoring;
Principal Engineer, Audit includes the contracted organisations/
Subcontractors/Suppliers in the audit schedule. Currently Biman AMO have no
Subcontracted Organization.
(g) Scheduled audits and unannounced audits to be carried out during maintenance
including night shifts.
The audit program is comprise of scheduled and unannounced (random audit, i.e.
surveillance) inclusive of night operations and this is clearly identified in the audit
program.
(h) Validation/internal approval of the audit programme and management of changes

to the programme
(i) Quality Manager validates and approves the audit program in three ways:
 By reviewing, accepting and signing the audit schedule, and
 By taking control and responsibility for all overdue nonconformance rectifications.
 By reviewing, accepting, and signing the summary of audit report prepared for
Management Review.
(ii) Management of changes to the programme
 If schedule audit cannot be conducted due to any exceptional circumstances
caused by natural calamities / natural disaster etc., then Principal Engineer
(Audit) shall review the Audit Plan/Schedule and submit a revise schedule to the
Quality Manager for approval showing the reason in brief.
 If the stagnation continues for long time and disrupts the yearly schedule
(ultimately requires postponing the Audit), then Quality Manager may approve an
alternate means of physical audit (i.e. Remote Audit/ Desktop Audit/ Questioner
etc.) to maintain the regularity of audit performance.
(i) Follow up of the audit program: scheduled, performed, audit report issued,
open/close – link with chapter 3.3
The details on managing these findings status (open / close) is described in chapter
3.1.3.8 of this MOE.

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3.1.3 Company Audit Policy including compliance audit:

Following flow chart shows the key auditing activities:
Biman AMO Audit process is divided into following steps:

(a) Initiation- Defining audit scope and objectives
(b) Preparation- Auditor / audit team selection / Audit notification
(c) Audit checklist development
(d) Document review- relevant documented system for adequacy in respect to audit
criteria
(e) Audit Execution- Audit performance and evidence gathering.
(f) Analysis & Reporting- Audit Findings (documents used, writer, issue, points checked
and deviations noted, deadline for rectification) with Level of Audit findings.
(g) Follow-up and audit close out
3.1.3.1 Initiation- Defining audit scope and objectives:

(i) The audit ensures that each area of audit strictly adheres to the procedures laid
down in this document i.e., Maintenance Organization Exposition (MOE) and that
the Airworthiness requirements as laid down in relevant manuals are complied with.
(ii) With verifying nature of work, procedures vary greatly with individual area or shop
and therefore, the extent and method of audit shall be tailored to meet the needs of
each area.
(iii) Biman AMO through their Quality Assurance Department performs audits and
feedback functions in a manner so as to ensure airworthiness of aircraft / aircraft
components and good maintenance practices by adhering to CAAB Part-145
requirements and organizational procedures to ensure that adequate measures are
in place to prevent accident/ incident.

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3.1.3.2 Preparation- Auditor / audit team selection / Audit notification

(i) A team for the particular audit is formed where the team members are chosen
considering their expertise and as per gravity/merit of such audit. The senior most
member of the audit team act as the Lead Auditor.
(ii) Independence of Quality Assurance Department is ensured through audits being
performed by the authorized internal Quality Auditors as per requirements stated in
CAAB Part 145.A.65.
(iii) Principal Engineer (Audit) in favor of Quality Manager assigns auditor/audit team for
a particular planned audit. Each area or section shown in Quality Assurance Audit
schedule is subjected to a periodic audit by the assigned Auditors.
(iv) The Principal Engineer (Audit)/assigned auditor then communicate with the Auditee
about audit date and scope of the audit.
(v) PE (Audit) shall issue audit performance notification at least two week before audit
to the Auditee mentioning the Audit Area, Scope of Audit, Date of Audit, Documents
to be Reviewed. Then Auditee shall inform to PE (Audit) within five working days of
receipt of the notification. If the auditee is unable to face the audit due unavoidable
circumstances, same shall be informed to PE (Audit) within five working days of
receipt of the notification with proper justifications.
3.1.3.3 Audit checklist development
(i) Audit checklists EMM/QA/1307 are prepared based on MOE, procedure manual and
have cross reference to these documents. An audit checklist is prepared by the
respective Auditors, checked by PE (Audit) and approved by the Quality Manager.
(ii) Audit checklist is kept up-to-date in all aspects of regulatory and MOE procedures.
Checklist has the revision number and a record of the checklist revision is maintained
by PE (Audit). The auditor may redesign the checklist as necessary which may be
decided before start of the audit or during the audit period.
3.1.3.4 Document review- relevant documented system for adequacy in respect to audit
criteria
(i) Before proceeding for an audit, the auditor reviews the previous audit findings of that
area and finalizes the audit checklist.
(ii) As per audit principles, the audit does not assume responsibility for correct
functioning of sections or shops rather the sectional head or shop in-charge is
responsible for that. However, the audit takes note of all discrepancies and makes
recommendations to that effect.
(iii) Sectional Head or Shop In-charge shall extend full co-operation and make available
of all documents to the auditor during Quality Assurance audit.
3.1.3.5 Audit Execution- Audit performance and evidence gathering

(i) An opening meeting with the Auditee is held before carrying out the audit. The auditor
carries out audit following the checklist and records the findings and observations. When

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an auditor raises a finding, it is supported by objective evidence that demonstrates

Non-Compliance against a specific standard or requirement. Prior to raise a finding,
the auditor must determine the level of finding.
(ii) The audit is conducted in presence of the Auditee(s) as per schedule and checklist
with as much details as possible and practical. The Auditee cooperates with the
auditor(s) from every perspective to make the audit successful. It is borne by both the
auditors and Auditee that the main targets of the audit are to enhance the quality,
safety, environment and performance of workmanship and the workplace etc. but not
to victimize any person or system.
(iii) Audit is performed on sample basis by conducting interviews, making observations
and checking records in accordance with predefined scope and criteria. Audit findings
are raised with agreement of Auditee on the basis of factual evidences.
(iv) The Auditor fills up each and every item of checklist on the basis of conformity/non-
conformity/applicability. In case of Non-Conformity either Level 1 or Level 2, take the
action against finding(s) as per Para 3.1.3.7 of this MOE Procedure.
(v) When deviation is discovered on a line of product, depending to the level of findings
as classified below, the Auditee shall present the Risk Assessment to the remaining
of the products to establish further deviations for the similar product line especially
when the deviation is caused by the similar Certifying Staff (CS), or batch of material,
out of calibration tools etc.
(vi) The Auditor and his team conduct Closing Meeting with management (Auditee) to
conclude audit activity. Then Auditor finalizes each audit finding as per the checklist.
Acknowledgement signature of Auditee may be acquired prior to closing meeting. In
case of any conflict during audit activities, Auditor immediately report to nominated
Lead Auditor for resolution. Quality Manager (QA) and Principal Engineer (Audit) are
informed accordingly. A list of findings is handed over to Auditee.
3.1.3.6 Audit reports (documents used, writer, issue, points checked and deviations
noted, deadline for rectification) – Post Audit Activities
(i) Audit report i.e. summary of audit findings is generated by the auditor through form
no. EMM/QA/1306. The report is prepared each time an audit is carried out
describing what has been checked and the findings against applicable
requirements, procedures and products. Each finding is marked as ‘Level 1/Level
2’ as per Para 3.1.3.7 of this MOE Procedure.
(ii) Then audit report is submitted to Quality Manager, QA within 7 (seven) working
days from audit closing date for his acceptance. Once accepted, Quality Manager
sends the audit report to the Auditee for corrective actions.
(iii) The Auditee sign acknowledges the report and then identifies the root causes
against each finding and accordingly propose Corrective Action Plan (CAP) in the
NCR form no. EMM/QA/1305 within 07 (seven) working days from the date of audit
report receiving.
(iv) Auditor / audit team evaluate the submitted Corrective Action Plan (CAP) and
identified root cause regarding removal of finding within the specified target closure
date. Once the CAP is accepted by auditor, Auditee is then notified accordingly.

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(v) After the CAP is accepted, Auditee performs the proposed corrective actions within
the target date and sends the NCR (Non-Compliance Report) with evidence of
corrective actions taken (CAT) to auditor or Principal Engineer, Audit. Then relevant
auditor may perform follow-up audit.
(vi) For corrective action procedure and If the corrective action(s) could not be taken
within stipulated time frame, the Auditee may ask for extension of target date with
valid reason which are described in MOE 3.3.1.
(vii) Summary of Close and Open finding in respect of each Audit report for each audit
is prepared by Principal Engineer (Audit); for monitoring the feedback and remedial
action(s) by the Quality Manager and perusal of the Accountable Manager. As such
the Quality Manager will continuously monitor the feedback and remedial action(s)
(as required) taken by the Auditee.
(viii) The results of the quality audits is an integral part of the input to management review
activities. The Quality Manager keeps a log of recurrent non-compliance and brings
to the attention of the senior management during the management review.
Feedback & Management Review is elaborately described in MOE 3.3.5.
3.1.3.7 Level of Audit findings: Audit findings are classified as follows:

(i) Level 1: (Represents a major non-compliance): A significant non-compliance
with CAAB Part-145 requirements, which lowers the safety standard and hazards
seriously the flight safety. For Level 1 finding an immediate corrective action is must
prior to resumption of particular activity which is found in non-compliance state. It is
necessary to carry out further maintenance and re-certify all affected products
depending upon the nature of the finding.
(ii) Level 2: (Represents a minor non-compliance): A non-compliance with CAAB
Part-145 requirements, which could lower the safety standard and possibly hazard
the flight safety. Appropriate corrective action period is granted but in any case it is
not more than 3 months.
(iii) Quality Manager will initiate immediate actions when a serious deficiency in the
quality system has been found having an impact on product quality. This may
require stopping the production until significant non-conformities corrected. He will
immediately notify it to the Maintenance Manager (Form-4 Holder) responsible for
the deficiency found. He will certainly inform the non-conformity or non-compliances
to the Accountable manager.
3.1.3.8 Follow-up and audit close out

(i) Follow-up Audits generally be announced and are designed to ensure corrective
action commitments are met and to verify that corrective action has eliminated the
root cause of the reported finding. Quality Audit Remedial Action (Corrective Action)
and follow-up of corrective actions have described in MOE 3.3.
(ii) Non-Compliance Report through form no. EMM/QA/1308 may be returned to Auditee
with comments, if details of corrective action taken or documentary evidence given
through NCR are not acceptable to the auditor.

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(iii) If the corrective action taken as per CAP and the action is acceptable to the auditor
by verification of given evidence or thru follow-up audit, then auditor may accept to
close the findings and finally submit to the Quality Manager for necessary
consent/approval.
(iv) PE (Audit) in favour of the Quality Manager notifies the Auditee about the closure of
the audit.
(v) If the corrective action(s) is not taken within stipulated time frame or if the assessment
of the corrective action taken (follow-up) is unacceptable, the Quality Manager will
assign the auditor to raise another finding. Quality Manager will also give necessary
effective directives to his counterpart Form-4 Holder.
3.1.4 Quality audit reports retention

(i) Duration / location: All records pertaining to the independent quality audit and the
quality feedback system such as Audit plans, audit notification, used audit guide,
audit reports and responses from Auditee are required to be retained in the audit cell
for at least two (2) years after the date of closure of the finding to which they refer to,
or for such periods as to support changes to the audit time periods, whichever is the
longer.
(ii) Type of documents: Quality Assurance also manages the paper records of audits,
audit documents, root-cause analysis, non-conformance and corrective actions. The
following audit record is retained:
 Non-Compliance Report (NCR) (Appendix 1 of MOE Part 5)
 Checklist (MOE 3.1.3.3)
 Audit Plan (Appendix 1 of MOE Part 5)
[Part 145.A.65 (a), Part 145.A.65 (c) (1), (2) / AMC 145.A.65 (c) (1)]

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QUALITY AUDIT OF AIRCRAFT (AND / OR EQUIPMENT)
3.2 QUALITY AUDIT OF AIRCRAFT (AND / OR EQUIPMENT)
3.2.1 Quality audit Responsibility
(a) Multiple types of audits are conducted in the organization, one of which is called Product
Audit. A Product Audit is defined as an audit conducted to check, by inspection,
measurements or test, the conformity of a given product or service against specified
requirements (technical or contractual specifications, standards, and performance).
Administration of Product Audit is also under the control of Quality Assurance Division with
experienced qualified auditors headed by Quality Manager.
(b) Quality Audit of Aircraft/Aircraft Components shall be focused on verifying compliance of
organizational procedures, competence of maintenance personnel, availability/use of
appropriate maintenance data / tooling and completion of maintenance records.
(c) Auditor detailed for particular audit shall perform sample audits of at least one product on
each product-line per year to ensure quality products resulting from effective compliance
of maintenance procedures. Annual Quality Audit Plan shall also cover product audits on
aircraft and aircraft components. Records of such product audits shall be secured and
archived in hard copies for a period of at least two years after closure of particular audit.
Audit process shall be the same as for organization procedures audit as described in this
manual.
3.2.2 Audit Plan
(a) For the purpose of the independent audit a product line includes any product under the
approval class rating as specified in the approval schedule issued to Biman Engineering &
MM. It therefore follows for Biman Engineering & MM approved under Part-145 with a
capability to maintain aircraft; repair of Components would need to carry out (1 Aircraft
Type in Base Maintenance Check + 1 Component) sample checks each year.
(b) Audits to be performed are defined when laying down the annual plan in accordance with
an approved audit program as mentioned in MOE 3.1 but, relatively to the result of the
analysis of information of data held by QA, suddenly and unannounced extraordinary
audits may be executed.
(c) Principal Engineer (Audit) shall develop annual product audit plan. Such plan include:
1) Quality Audits of each type of aircraft covered in organization’s approved scope of
work for each maintenance check being performed in the organization.
2) Quality Audit of aircraft components, including each product-line from the categories
(C1 to C20) as per organization’s approved scope of work as defined in this manual.
3) Quality Audit of the management system & all functions of maintenance operations to
ensure:
(i) Complying with applicable regulations and standards;
(ii) Satisfying stated maintenance operations needs;
(iii) Identifying undesirable conditions and areas requiring improvement;
(iv) Identifying hazards in maintenance operations;
(v) Assessing the effectiveness of safety risk controls.

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3.2.3 Aircraft and Component Quality Audits
(a) A Product Audit conducted on aircraft, component / specialized services is to determine

the effectiveness of maintenance procedures, through sample inspections during various
stages of maintenance, and analysis of findings common to other product line. The sample
check of a product means to witness any relevant testing and visually inspect the product
and associated documentation. The sample check should not involve repeat disassembly or
testing unless the sample check identifies findings requiring such action.
(b) The product audit on Aircraft is performed to make sure that it covers the various stages of
full length of specific maintenance activities. It shall cover the highest-level of Base
Maintenance check performed in the specific product line as much as practically possible.
(c) Quality Audits of aircraft shall cover following areas along with sample based verification of
maintenance carried out on specific aircraft during a particular check:
i) Aircraft cabin for emergency equipment, adequate appearance and satisfactory
operation of emergency systems
ii) Aircraft exterior for condition of airframe / engines / APU and evident leakages
(hydraulic, fuel, water, etc)
iii) Aircraft cockpit for emergency equipment availability, condition and labeling
iv) Availability of aircraft documents, related to maintenance activities
v) Sufficiency of procedures resulting in good maintenance practices
vi) Availability and use of appropriate maintenance data
vii) Availability and use of recommended / approved tools and equipment
viii) Completion of maintenance records in an effective and timely manner
ix) Assessment for competence of personnel involved in maintenance activities
x) Awareness of human factors, performance and limitations in aircraft maintenance.
xi) Awareness of Safety policies, programs, processes and procedures stated in Safety
Management System Manual and safety risks linked to the working environment.
(d) The product audit on Aircraft Component is performed to make sure that it covers various
stages of full length of the component maintenance activities (maintenance, overhaul, or
repair (for the scope as per the Capability List) in Avionics Shop or Aerospace Shop.
(e) Quality Audits of aircraft components shall cover following areas along with sample for
verification of maintenance carried out on specific component during particular scheduled
/ un-scheduled maintenance:
i) Aircraft component’s physical condition
ii) Condition / serviceability status of work bench / work area
iii) Sufficiency of procedures resulting in good maintenance practices
iv) Availability and use of appropriate maintenance data
v) Availability and use of recommended / approved tools and equipment
vi) Completion of maintenance records in an effective and timely manner
vii) Appropriate procedures for preservation of records

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PART 3, CHAPTER 3.2
Date: 22-08-2022
viii) Assessment for competence of personnel involved in maintenance activities

ix) Understanding of human factors, performance and limitations in aircraft component
maintenance
(f) Awareness of Safety policies, programs, processes and procedures stated in Safety
Management System Manual and safety risks linked to the working environment.
3.2.4 Records
All records pertaining to the independent quality audit and the quality feedback system
(Product Audit conducted on aircraft, component/specialized services) are required to be
retained for at least two years after the date of closure of the finding to which they refer
to, or for such periods as to support changes to the audit time periods, whichever is the
longer.
3.2.5 Categories of non-compliances
Categories of non-compliances are described in Chapter 3.1.3.7 of this Manual.
3.2.6 Unscheduled Audit of Aircraft and Aircraft Component
(a) Unscheduled aircraft and aircraft component audits may also be performed on the basis of
significant findings of previous product / procedure audits, parameters such as high delay
rate, more reworks, premature component removals, incidents / accidents and
requirements from the CAAB / Accountable Manager.
(b) During verifications against corrective actions, Auditor may perform an unscheduled
product audits. Non-Compliance Report (NCR) shall be raised against each finding during
unscheduled audit. Audit process shall be the same as for scheduled audit but shall not
require the opening / closing meeting processes.
(c) Records of unscheduled audits shall be secured and archived in hard copies for a period of
at least two years after closure of particular audit.
[Part 145.A.65 (c) (1), (2) / AMC 145.A.65 (c) (1)]

PART 3, CHAPTER 3.3
Revision: 00
QUALITY AUDIT CORRECTIVE Date: 22-08-2022
ACTION PROCEDURE
3.3 QUALITY AUDIT CORRECTIVE ACTION PROCEDURE

This chapter describes the procedures of follow up of corrective actions.
3.3.1 Findings classification (ref. 145.A.95)
Audit findings are also described in 3.1.3.7 and categorized as Level 1 and Level 2.
These levels are defined as:
(a) A level 1 finding is any finding of significant non-compliance with Part-145
requirements which lowers safety standards and seriously endangers flight safety.
(b) A level 2 finding is any finding of non-compliance with Part-145 requirements which
may lower the safety standard and may endanger flight safety.
3.3.2 Management of finding due dates

(a) Alert system, finding database
When the audit report prepared through Form EMM/QA/1306 is accepted by the
Quality Manager, all findings need to be entered into Excel database or equivalent
by Principal Engineer, Audit. Timescale of all steps of audit process as stated in
Para 3.1.3.6 and 3.1.3.7 is being monitored with alert system suitable to the auditor.
(b) Extension of the due date
All corrective actions need to be completed on time. If for any reason, it cannot be
completed within the stipulated period, the Auditee shall apply to Quality Manager
thru chief engineer for extension. Quality Manager may extend if he satisfies with
the valid reason has shown by the Auditee.
(c) Procedure describing the organisation actions when the corrective action
deadline has to be postponed or when the answer has not been received on
time.
All corrective actions need to be completed on time. In the event that the Auditee
does not respond 7 days prior to the target date, reminder letter is sent to the
Auditee with a copy to the Quality Manager.
In the event that no response is submitted within the target date, then a further
reminder is sent to the Chief of Production.
If no response further, The Quality Manager shall escalate the finding to the
Accountable Manager. The Accountable Manager then takes responsibility for the
rectification and follow-up in coordination with the Quality Manager.
It is the responsibility of the Principal Engineer, Audit to activate the reminder
function with the consent of Quality Manager.
3.3.3 Corrective action process

(a) Corrective action planning and follow-up (e.g. notified, answered, corrective
action accepted, open/closed)
1. Upon receipt of Audit report through form no. EMM/QA/1306, the Auditee (post
holder, process owner or their delegate) identify the Root Cause and Corrective
Action Plan taking into account the root cause of the finding in the NCR form no.
EMM/QA/1308 before performing any corrective action and send to the Auditor.

PART 3, CHAPTER 3.3
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ACTION PROCEDURE
Once the root cause and CAP proposed by the Auditee is accepted by the
Auditor, only then corrective action can start to take by the Auditee.
2. NOTE: Any Non-Compliance Report (NCR) which is related to Aircraft shall be
entered by the Auditee (immediately upon notification) in respective
AML/CML/NRC for its appropriate rectification and record and for this type of
defects/discrepancies Identification of Root Cause in Audit Reply would not be
necessary. Once the corrective Action is taken he shall fill in the original copy of
the NCR keeping the root cause to be blank and return it to the QA office along
with the proof of supporting documents i.e. AML/CML/NRC etc.
3. Corrective actions for a nonconformance are taken by the Auditee for the
audited area/section and recorded & signed into the NCR Form. Then send it to
the Principal Engineer, Audit. After review, he passes it to the auditor for
feedback and follow-up. Aside from Level 1 findings which are actioned
immediately, the responsible person is given up to three months to take full and
final corrective action for a nonconformance.
4. When auditor received corrective action (CAT) in the NCR Form, a follow-up
action is taken to verify the implementation of corrective actions and signed in
the NCR form if he satisfies.
5. Audit findings may again be raised, if details of corrective action taken or
documentary evidence given through NCR are not acceptable to the auditor.
6. If the corrective action taken as per CAP and the action is acceptable to the
auditor by verification of given evidence or thru follow-up audit, then auditor may
close the findings and finally submit to the Quality Manager for necessary
approval.
7. The Quality Manager notifies the Auditee about the closure of the audit.
(b) The corrective action plan shall be designed in a way which allows identifying
and recording the finding, the root cause, the relevant immediate and long
term preventive action with the appropriate timescales.
(i) Nonconformance report (NCR) Form EMM/QA/1308 is designed to allow
recording of the finding, the root cause, and corrective actions. Appropriate
timescales are stated in 3.3.2 (a).
(ii) A root cause analysis and subsequent implementation of corrective action
are performed by the Auditee for the level 1 or level 2 finding. The root
cause analysis should consider the following points:
 Could the same Non-compliance (NC) be found in other areas?
 Has the NC occurred before?
 Is the NC due to a lack of training?
 Is the NC due to lack of resources such as manpower, tools, equipment,
materials, and facilities?
 Are procedures not followed because they are not adequately
described?
 Is the NC caused by absence of procedures?
 Is the person assigned to the function not qualified to perform the task?
(iii) Examples of root cause analysis may be:

PART 3, CHAPTER 3.3
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ACTION PROCEDURE
 Insufficient staff training

 Inadequate written procedures for a specific task
 Lack of personnel (authorised staff/supervisor/mechanic).
(iv) The corrective action is/are determined by the Auditee taking into account
the root cause of the finding, such that the corrective action carried out in a
manner that prevents possible reoccurrence of the finding. Implemented
corrective actions to prevent re-occurrence for the above assessments may
be:
 Carry out further staff training as applicable and establish a review
procedure to prevent reoccurrence.
 Manuals to be amended to include a corrective procedure.
(v) The identified root cause and corrective action plan are written in the
relevant part of the NCR form and submitted to the auditor/PE (Audit) within
7 working days of receipt of the finding. When root cause and corrective
action plan for a particular audit finding are accepted by the responsible
auditor, corrective actions are only then taken by the Auditee.
(c) Management responsibilities for corrective action and follow-up

(i) The responsibility for corrective action for non-Level 1 nonconformities lies with
the form 4 post-holder responsible for the audited area/section. If the
responsible form 4 post-holder didn’t close the nonconformity before the
specified deadline, the case shall be escalated to the Accountable Manager.
(ii) Responsibility for corrective action follow-up lies with the auditor. The auditor
shall hold regular meetings with the responsible person to check corrective
action progress. Slower than expected progress will be reported to the Quality
Manager for further action.
(d) Process of corrective actions following findings from the competent authority
(i) Upon receipt of CAAB’s audit findings notification, the Maintenance Manager
and the Quality Manager identify root-causes and define the corrective actions
for their respective area findings. The Corrective Action Plan (CAP) is submitted
to CAAB by the Quality Manager.
(ii) Corrective actions is completed within the stipulated target dates mentioned in
the CAAB non-compliance report or CAP submitted by the process owners of
Biman (Part-145).
(iii) On completion of the corrective action, the Maintenance Manager submits
evidences of corrective actions taken to the CAAB through Quality Manager.
3.3.4 Description of the quality feedback reporting system

(a) Access to Accountable Manager
The Quality Manager has direct access to the Accountable Manager on matters
concerning the quality system.
(b) Review of the Quality system overall results
An annual report for the Accountable Manager on the audit program is prepared by
the Principal Engineer and approved by the Quality Manager. The report contains
details of all audits carried out, significant and common findings, late rectifications,

PART 3, CHAPTER 3.3
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ACTION PROCEDURE
and any other significant audit program data necessary to validate the audit
program.
(c) Meeting with the Accountable Manager. (including record of meeting
procedure)
The Accountable Manager holds a management review meeting at least twice per
year (during any day in the month of March and September) with the Quality
Manager, Production Manager and senior staff involved in CAAB part 145
maintenance approval to review the overall performance, receive summary report
on findings of non-compliance, discuss the audit program, any significant or
repetitive nonconformance findings and corrective actions.
Management Review
1) One function of an internal safety / quality assurance program is to provide
feedback to Senior Management on the safety / quality performance of the
maintenance process. This will be in documented form. The feedback will
include the distribution of audit reports to specified management and include
analysis of individual maintenance errors and observed safety / quality trends.
2) Additional reports will be raised for specific situations where the Quality
Manager believes the members of the Senior Management needs to be
advised of trends, events or developments in the company safety / quality
systems. The objective is to highlight areas where airworthiness and / or safety
/ quality risks are perceived and to recommend corrective actions for
implementation. The emphasis at this level is to identify where new policy
statements or significant resources may be indicated in order to reduce
specified risks to the company.
3) Overall trends, outcomes of specific audits and corrective actions are
presented to senior management through the Management Review Meeting
held under the chairmanship of Accountable Manager twice per year and is
attended by Maintenance Managers and their designated representatives. The
principal objective of the review meeting is to confirm that corrective actions
taken to mitigate any identified risk or reported non-conformance are
appropriate.
4) The Management Review includes the analysis of the need for changes to the
Quality System, Quality Policy and Quality Objectives, as well as the
assessment of improvement opportunities based on the review and analysis of
performance trends and achievement of Quality Objectives.
5) It is essential to continually review and evaluate Quality System (internal safety
/ quality assurance program) for the purpose of sustaining and improving. It is
important that the personnel of the operational processes work together to
maintain interest in and commitment to the Quality System.
6) The following inputs are to be considered for Management Review:
(i) Follow-up actions from previous Management Reviews.
(ii) Performance of different operational processes.
(iii) Status and effectiveness of corrective and preventive actions.
(iv) Results of different internal and external Audits.
(v) Employees’ knowledge, understanding and adherence to the Quality
Policies, directives and procedures.

PART 3, CHAPTER 3.3
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(vi) Human resources, training and staffing requirements.

(vii) Availability of tools and equipment.
(viii) Suitability of working environment.
(ix) Planned changes that can affect the Quality System.
(x) Assessments of improvement opportunities and recommendations for
improvements.
(xi) Achievements of quality objectives.
7) Quality Audit Personnel and other relevant officials may be invited to attend the
meeting when issues of their area of responsibility are discussed. In addition to
this, any other official may be called on to be present should the official is
deemed necessary for a particular agenda.
8) Management review meeting also encompass progress on Human Factors,
training programs and Ramp Inspections / Spot Checks.
9) Outcomes of the Management Review Meeting may include the modification of
implemented corrective actions or initiation of special purpose audits to confirm
compliance. Each meeting is minuted. Management Review proceedings shall
be recorded, and minutes of the meeting shall be distributed to Form-4 Holder.
10) Principal Engineer, Audit is to prepare meeting agenda, take minutes of the
meeting, record decisions, assignments, and timeframe for accomplishment,
distribute it to the concerned, and keep the records for all related documents in
quality section for at least 3 years after all points have been accomplished and
closed.
(d) Regular meetings to check the progress of corrective actions
The Quality Manager holds regular meetings with the Audit Unit to discuss the
progress of corrective actions and any significant issues. In addition, The Internal
Review of Quality Audit meeting is conducted under the chairmanship of the Chief
Engineer (QA).
Internal Review on Quality Audit
1) The committee meeting shall be held annually. The other members of the
Committee will be as under:
 Chief Engineer (QA) - Convener.
 PE (Audit) - Member Secretary.
 All Auditors - Member.
2) Main objective of the committee is to evaluate the effectiveness of Quality
Audit to take necessary steps to:
 Bring changes to the Quality Audit Program.
 Rescheduling the Audit Schedule.
 Escalation and de-escalation of Yearly Audit Programme.
3) During this review following points need to be highlighted:
(i) Principles of annual audit planning
(ii) Independence of the auditors
(iii) Common audit procedures for several lines of product
(iv) Specific audit procedure by line of product
(v) Audits during the performance of work

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(vi) Complete audits or several partial audits

(vii) Principles when deviations are noted on a line of product
(viii) Grouping of audits
(ix) Adequate facilities for the planned Audit Programme
(x) Compliance with approved procedures
(xi) Dates and timescales.
(xii) Product audits
(xiii) Audit of Subcontractors and evaluation of suppliers etc.
[Part 145.A.65 (c) (2) / AMC 145.A.65 (c) (2)]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 02
PART 3, CHAPTER 3.4
Date: 30-05-2023
CERTIFYING STAFF & SUPPORT STAFF QUALIFICATION AND TRAINING
PROCEDURES
3.4 CERTIFYING STAFF (AIRCRAFT/COMPONENT MAINTENANCE), CATEGORY

& B1/B2 SUPPORT STAFF (AIRCRAFT MAINTENANCE), AUTHORIZATION
QUALIFICATION AND TRAINING PROCEDURES
3.4.1 General
(a) Quality Manager is empowered to issue Authorization Certificate to
appropriately qualified persons to perform and satisfy Airworthiness tasks on
Aircraft and Aircraft Components mentioning the prescribed scope and
limitations of their authorization.
(b) The authorization system includes staff qualification, experience, and training
requirements; issue, renewal, extension, and revocation of authorizations;
authorization holders’ privileges and responsibilities; record keeping of
authorizations and overall control of authorization system in Quality Assurance.
3.4.2 Qualification Requirements for Certifying Staff (Aircraft/Component
Maintenance) & Category B1/B2 Support Staff (Aircraft Maintenance)
(a) Authorization Certificate shall be issued by Quality Manager clearly defining
Scope of such authorization along with limitations (if any). For Authorization
Certificate an applicant must be:
i) Minimum of 21 years age; and
ii) H.S.C. in science or Diploma in Aircraft Maintenance Engineering in

related category or Diploma from polytechnic Institute in related category;
and
iii) Following (Training & Experience requirement as stated in 3.4.2 (b)) shall
be fulfilled / verified prior to issuance /renewal of respective Authorization
Certificate.
(b) Training & Experience Requirement:
Experience
Category Requirements Initial CT Renewal
Total Recent
Aircraft No Competency
Certifying Valid “C” Rated additional Competency Assessment
Staff “C Licence Experience Assessment verified, + Initial
Rated” except verified, + Initial or CT on relevant
obtaining or CT on Technology,
Aircraft
relevant REG, HPL, CP,
Certifying Valid “B1.1/B2” type rating 6 Months
(for Cat- current Technology, EWIS, FTS &
Staff “B1/B2 Rated Licence
B1.1/B2/C) experience REG, HPL, CP, Yes CDCCL in each
Rated”
in the EWIS, FTS & 2 Years + SMS
M relevant CDCCL in each in each 3 Years
Valid field. 2 Years + SMS + At least 6
(Type/Task Valid Cat- “A” or Licence on in each 3 Years Months Relevant
“B1.1” / “B2” Cat-“A” or + Recent Experience
Trained)
Licence + Type / “B1.1”/“B2” Experience. during Last 2
Task Trained + Type/Task Years.
Training

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PART 3, CHAPTER 3.4
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PROCEDURES
Experience
Category Requirements Initial CT Renewal
Total Recent
Valid Cat- “B1.1”/B2 Type Rated

ETOPS Authorisation (with or without limitations)
on B787 aircraft includes corresponding
ETOPS Authorisation.
Valid Cat- “A” or
7 (seven) Towing under
“B1.1” / “B2”
Towing supervision of existing
Basic Licence +
Towing Authorisation
Type Trained +
Holder after completion
Trained on
of relevant training on
Towing
Towing Procedure.
Procedure
Valid Cat- “B1.1” Type Rated
Authorisation (with or without limitations)
includes corresponding Towing
Authorisation of that aircraft type.
3 Months
Borescope Relevant current
Inspection / Valid B1.1 Rated OJT / experience
Engine License
Maintenance in the
Ground Run Experience relevant
field.
Competency
HSC (science) Competency
Assessment
group; or Assessment
verified, + Initial
Diploma in AME verified, +
or CT on REG,
in related Appropriate
HPL, SMS, CP,
category; or Total 3 06 Months Course/OJT +
EWIS, FTS &
Component Diploma from years. Current Initial or CT on
CDCCL in each
Maintenance polytechnic 2 Years on experience HPL + REG +
Yes 24 Months +
including institute in Aircraft in the CP + EWIS +
SMS in each 3
Support Shop related category Component relevant FTS & CDCCL
Years + At least
+ Type/ Vendor Maintenance. field. in each 2 Years
6 Months
Course/OJT on + SMS in each
Relevant
Relevant Aircraft 3 Years +
Experience
Component Recent
during Last 24
Maintenance Experience.
months
NDT / Welding
Details requirements for Specialized Category (NDT / Welding / Composite
/ Composite
Repair) are defined in 3.11.
Repair
Store
Details requirements for Store Inspection Category are defined in 3.7.
Inspection
Quality
Details requirements for Quality Auditor Category are defined in 3.6.
Auditors
Legend: AME - Aircraft Maintenance Engineering, CP - Company Procedure, CT -
Continuation Training, REG- Regulation, HPL- Human performance & Limitation, SMS -
Safety Management System, FTS-Fuel Tank Safety, CDCCL - Critical Design

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Date: 30-05-2023
PROCEDURES
Configuration Control Limitations, EWIS - Electrical Wiring Interconnect System, ETOPS-

Extended Range Twin Engine Operations.
3.4.3 Basic and Type Trainings for Certifying Staff (Aircraft/Component

(a) Basic and Type Training for Certifying Staff and B1/B2 Support Staff in aircraft
maintenance will be according to CAAB Part 66. Type trainings at a level
corresponding to the CAAB Part 66, shall be based on Appendix iv of the CAAB Part-
145 regarding special conditions for certifying staff /person who is intended to become
a certifying staff shall work for a month or more under the supervision of another
certifying staff or until the departmental heads arrives at a conclusion. The candidate
is recommended to be a certifying staff.
(b) Basic and System/Type Training for Certifying Staff in component maintenance will not
be according to CAAB Part 66 rather they will be as per the requirement set by Biman
Quality Assurance. The person who intends to become a certifying staff shall work for
at Least 12 Months or more under the supervision of another certifying staff or until the
departmental heads arrives at a conclusion that the candidate is recommended to be a
certifying staff.
(c) Application for a certifying staff (Aircraft/Component Maintenance) or B1/B2 support
staff authorization is done by use of a form EMM/QA/1061. The form is signed by the
Form-4, indicating that he, or someone on his behalf, has verified (assessed) that the
person is competent, capable and meets the requirements for the authorization
sought. Applicant must submit a ‘Schedule of Work’ for current Maintenance
Experience with details of work performed on the type of aircraft or system either on
AME Logbook/Certifying Staff Logbook or in a separate copy. Such ‘Schedule of Work’
shall cover the relevant portion of the work within the scope and must be certified by
the respective Authorization Certificate Holder.
(d) Qualification assessment means collecting copies of all documents that attest to
qualification, such as the license and/or any authorization held. The Quality Manager
verifies whether the candidate meets the qualifications for the authorization and grants
the authorization. Before the authorization is given to the certifying person, the Quality
Manager shall ensure that he has understood the scope and limitation of his
authorization. Application along with copies of all documents that attest to qualification
and the issued authorization Certificate are retained in file by the Quality Assurance.
3.4.4 Continuation Training Program for Certifying Staff (Aircraft/Component

(a) The objective of the continuation training program is to ensure that the Certifying Staff
(Aircraft/Component Maintenance) & Category B1/B2 Support Staff personnel remain
current in terms of procedures, human factors, and technical knowledge and that there
is a feedback system on the adequacy of the procedures of this manual, and any
changes to aviation regulations. Continuation Training may be split into separate
elements, such as Courses (internal and external), Seminars, Technical Briefing, Self-
Instruction (Read, Understand and Sign) etc. Seminars, Technical Briefing will be
conducted on different subjects by the Instructors/ Supervisor/ Authority Holders /
Sectional/Departmental Heads who all are expert on the subject matter.
(b) The Classroom training, Seminars and Technical Briefing would cover the following
topics and the syllabus is continually reviewed periodically. The trainer/instructor

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PROCEDURES
should be experienced about the use of training materials- worked for at least 3 years
for a maintenance/training organization and expert on the subject matter. The syllabus
and trainer/instructor is approved by the Quality Manager.
i) Discussion on Changes in Regulation (CAR 1984 and CAAB Part 145).
ii) Discussion on MOE and Relevant Procedure Manual amendments.
iii) Human Factors impact and SMS issues on maintenance in related area.
iv) Incidents in related area and maintenance error (Non-conformities caused due to
inadequate Procedure or not following the proper procedure including the root
cause of the problems).
v) Discussions on EWIS, FTS & CDCCL issues.
vi) Review of Technical Notice/Bulletin, Safety Notice/Bulletin and Quality
Notice/Bulletin.
vii) Review of latest Service Bulletin (SB), Airworthiness Directives (AD), Modification
and Service Letter.
(c) A system of self-instruction will be maintained whereby relevant staffs are required to
read and sign as having understood published additions (Technical Notice/Bulletin,
Safety Notice/Bulletin and Quality Notice/Bulletin etc.). The read and sign also
indicates that an individual appreciates the effect of the change on his/her particular
activities.
(d) A permanent record of Classroom Training, Seminars, Technical Briefing and Self-
Instruction will be maintained by departmental head. Certifying Staff
(Aircraft/Component Maintenance) & Category B1/B2 Support Staff will be required to
demonstrate satisfactory proof of continuation training prior to renewal of their
Authorization Certificate.
(e) Each Certifying Staff (Aircraft/Component Maintenance) & Category B1/B2 Support
Staff shall be provided with continuation training in every 24 (twenty-four) months
except for SMS 36(Thirty-six) months. But based on the results of Quality Audit
Findings, the continuation training interval may be considered for reduction. Duration
of such training shall depend upon specific requirements for each type/category.
(f) Respective Form 4 holder is responsible for ensuring the compliance of continuation-
training programme for the Certifying Staff (Aircraft/Component Maintenance) &
Category B1/B2 Support Staff working under them for the maintenance of
Authorization Certificate and maintaining permanent record of such Training.
3.4.5 Authorization Procedures for Certifying Staff (Aircraft/Component

(a) The candidate i.e. certifying staff (Aircraft/Component Maintenance) or B1/B2
support staff (Aircraft Maintenance) shall be assessed for their competence,
capability and qualification before issuance of Authorization Certificate.
Respective Departmental Head/Form-4 Holder is responsible for such
assessment. This includes assessment for competence and Capability by on
job evaluation and/or by examination. This also includes undergoing training
and passing an examination or having relevant maintenance experience and
passing an examination, understanding how the product functions, what are
the common defects with associated consequences.
(b) Collecting and checking all relevant requirements such as education level,
CAAB part 66 or by CAA Bangladesh licenses, any authorization held, type/
specialized training, examination results amount of experience in respect to the

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PROCEDURES
required training and function. These documents if not issued by Biman should
be followed by a confirmation check with the organizations that issued such
documents. A comparison checks for differences between the product type
ratings on the qualification documents and the relevant product types
maintained by Biman shall be made. This assessment may reveal a need for
product type differences training. All documents attest to qualification shall be
submitted along with the application to Quality Assurance.
(c) When all qualification requirements are successfully fulfilled, additional
assessment shall ensure that the personnel have the talent to successfully
demonstrate to the degree necessary their qualifications against their work
requirements as certifying staff. The person who is intended to become a
certifying staff shall work for a month or more under the supervision of another
certifying staff or until the departmental heads arrives at a conclusion. The
candidate is recommended to be a certifying staff.
(d) Application for a certifying staff (Aircraft/Component Maintenance) or B1/B2
support staff (Aircraft Maintenance) authorization is done by use of a form
EMM/QA/1061. The form is signed by the Form-4, indicating that he, or
someone on his behalf, has verified (assessed) that the person is competent,
capable and meets the requirements for the authorization sought. Applicant
must submit a ‘Schedule of Work’ for current Maintenance Experience with
details of work performed on the type of aircraft or system either on AME
Logbook/Certifying Staff Logbook or in a separate copy. Such ‘Schedule of
Work’ shall cover the relevant portion of the work within the scope and must be
certified by the appropriate Authorization Certificate Holder.
(e) Qualification assessment means collecting copies of all documents that attest
to qualification, such as the license and/or any authorization held. The Quality
Manager verifies whether the candidate meets the qualifications for the
authorization and grants the authorization. Before the authorization is given to
the certifying person, the Quality Manager shall ensure that he has understood
the scope and limitation of his authorization. Application along with copies of all
documents that attest to qualification and the issued authorization Certificate
are retained in file by the Quality Assurance.
3.4.6 Issue, Revalidation, Renewal, Extension, Limitation, Suspension and

Withdrawal of Authorizations
3.4.6.1 Issuance of Authorization Certificate to Certifying Staff (Aircraft/Component
(1) The Authorization Certificate is issued on a paper that has the Category &
Limitation (if any) i.e., Authorization Codes & Reference of Privileges (Scope)
printed on one face of the paper. The original signed certificate is issued to the staff
with a copy maintained in QA file. Anytime the certificate is amended for any
reason, a new authorization is printed and given to the staff with the old original
certificate cancelled and retained in the file.
(2) Reference of Privileges (Scope) i.e., reference of MOE is only printed under the
Privilege Column on the face of the Authorization Certificate.
3.4.6.2 Validity of Authorization Certificate to Certifying Staff (Aircraft/Component

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Authorization Certificate shall remain valid:

(a) Unless cancelled or suspended.
(b) Unless Licence issued /validated by CAAB expires.
(c) Appropriate Continuation Training is imparted at period not exceeding 2/3
years as mentioned in table of 3.4.2 (b).
(d) If the holder of the Authorization Certificate has been engaged for periods not
less than 6 (six) months during previous 24 months’ period on work, affording
experience directly comparable with that required for issue / extension of the
Authorization or supervisory duties of a like nature.
(e) An Authorization Certificate remains valid for the period mentioned in the
Authorization Certificate but not later than 1 year so long the individual remains
in service with Biman, provided the condition of the sub paragraph above are
fulfilled.
3.4.6.3 Revalidation of Authorization Certificate to Certifying Staff
(Aircraft/Component Maintenance) & Category B1/B2 Support Staff (Aircraft
Maintenance)
(a) Where the condition of Validity of Authorization Certificate as stated in 3.4.6.2 (d) of
MOE has not been fulfilled, or where an Authorization Certificate has lapsed for 24
months or more, or where the Holder of the Authorization Certificate has been
suspended / revoked, the applicant shall substantiate by examination his ability to
meet the requirements for renewal of the Authorization Certificate. The type and extent
of the examination will be determined by the Quality Manager and will depend on the
nature and period of employment of the holder since the Authorization Certificate
expired.
(b) The candidate has to apply for the revalidation of Authorization Certificate in form
EMM/QA/1205. But applicant must submit a ‘Schedule of Work’ for current
Maintenance Experience with details of work performed on the type of aircraft or
system either on AME Logbook/Certifying Staff Logbook or in a separate copy. Such
‘Schedule of Work’ shall cover the relevant portion of the work within the scope and
must be certified by the appropriate Authorization Certificate Holder.
3.4.6.4 Renewal Procedure of Authorization Certificate to Certifying Staff

Maintenance)
(a) An application for renewal shall be made by submitting completed Form No:
EMM/QA/1204 together with Authorization Certificate and Proof of Experience in a
prescribed format to Quality Assurance Office at least three weeks prior to expiry of
the Authorization Certificates.
(b) An applicant for renewal of an Authorization Certificate must possess and be familiar
with all current Civil Aviation Rules, ANO, MOE, SMS, FTS, EWIS, Human Factor
issues, applicable procedures, and Technical & Quality Notices etc.
(c) An Authorization Certificate shall not be back- dated upon renewal, and the renewal
will be affected only from the date of receipt by the Quality Assurance Office of an
acceptable application.

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(d) An Authorization Certificate which has lapsed for less than 24 months will be
considered for renewal without examination provided 3.4.6.2 of MOE are met, except
that in respect of the qualifying period will be 24 months immediately preceding the
date of receipt of the renewal application.
(e) Authorization Certificate shall not be renewed to person(s) in the event of:
(i) Recency of experience is less than 6 months within last 2 years.
(ii) Incident of Inspection failures recorded during the last 3 (three) months or in
case of any ongoing/pending investigation against him.
(iii) Licence issued /validated by CAAB expires.
3.4.6.5 Extension of Authorization to Certifying Staff (Aircraft/Component

Extension in the scope of “Authorization Certificate” shall be requested by concerned

Deputy Chief Engineer, on Form No. EMM/QA/1061 for certifying staff enhancing technical
qualification and fulfilling other applicable requirements. Deputy Chief Engineer concerned
shall also assess certifying staff against new scope of authorization by following procedure
stated in 3.4.5. Request for extension, providing particulars of certifying staff and scope /
limitations (if any) shall be forwarded to Maintenance Manager and upon his satisfaction
the same will be submitted to Quality Manager after necessary verification of continuation
trainings.
3.4.6.6 Limitation, Suspension and Revocation of Authorization Certificate to

Certifying Staff (Aircraft/Component Maintenance) & Category B1/B2 Support
Staff (Aircraft Maintenance)
(a) Whenever any condition for validity of Authorization Certificate is not met, or for any
reason, on rationale after due investigation, such authorization can be limited /
suspended / revoked by the Chief Engineer Quality assurance.
(b) Any of the following conditions may lead to limitation / suspension / revocation of
Authorization Certificate:
(i) Certification has been performed for an aircraft / aircraft component

beyond the scope / limitation of authorization.
(ii) Upon exclusion of an aircraft type from scope of work, approved by the
Competent Authority. Authorization Certificate bearing authorization
scope for only the type being excluded should be revoked.
(iii) Continuation training has not been provided to the Certifying Staff
during last two consecutive years.
(iv) Certifying Staff has not been found utilizing the issued authorization for
at least six months in the last two consecutive years.
(v) Failing in competence assessment may also be a reason.
(c) In any of above cases, Quality Manager shall decide for limitation / suspension /
revocation. Such limitation / suspension / revocation shall be notified to concerned
individual, through Maintenance Manager with a copy to Deputy Chief Engineer
concerned. A copy of this notification shall be placed in individual’s record file.
(d) In case of limitation, revised Authorization Certificate shall be issued, upon return of
previous one.

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(e) In case of suspension / revocation the holder must return the issued Authorization
Certificate to Quality Manager for amendment of certifying staff record.
(f) Re-issuance of suspended / revoked authorization shall be processed in a similar
manner as for the Revalidation of Authorization Certificate as stated in 3.4.6.3 of
MOE.
3.4.6.7 Withdrawal of Authorization Certificate to Certifying Staff

Maintenance)
(a) Certifying staff resigning from service or leaving Organization, Authorization

Certificate shall be withdrawn. Upon such withdrawal, certifying staff shall be
asked to return the issued Authorization Certificate for clearance from Quality
Assurance.
(b) Upon transfer to any other section / station, Authorization Certificate shall be
withdrawn. Revised authorization may be issued to certifying staff
(concerned), if required. Chief Engineer/ Dy. Chief Engineer (concerned) shall
inform Quality Manager for transfer, resignation, retirement, etc. of certifying
staff at the earliest but not later than five working days.
(c) Quality Manager shall amend certifying staff record (Refer MOE Chapter 3.5
for details) for certification / authorization withdrawn and archive all returned
authorizations.
3.4.7 SCOPE OF AUTHORISATION CERTIFICATE
3.4.7.1 Category Vs Certification Privileges (Scope)
This procedure deals with the detail certification privileges (scope) of

Authorisation Certificate. Broadly Authorisation Certificate is issued to the following
Category:
 Aircraft Maintenance Category;
 Component Maintenance Category;
 Specialised Category;
3.4.7.2 Scope against Categories and Classes of Authorisation Certificate in

AircraftMaintenance Category
3.4.7.2.1 While issuing certification privileges (scope) and limitations against each
category Authorisation Certificate in Aircraft Maintenance Category would be
named as per following table:

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CATEGORY
CATEGORY & LIMITATION SCOPE & LIMITATION
CODE
To issue Certificate of Release to Service (CRS)
and to act as B1.1 support staff for performing
Aircraft Maintenance on
Maintenance B1.1
(i) Aircraft Structure, Power plant & Mechanical
Engineer and Electrical Systems.
(Mechanical) (ii) Avionic Systems requiring only Simple
Tests to prove their serviceability and not
requiring Troubleshooting.
and to act as B2 support staff for performing
Maintenance B2
(i) Avionic and Electrical Systems, and
Engineer(Avionics) (ii) Electrical and Avionics tasks within Power
plant and Mechanical Systems, requiring only
Simple Tests to prove their serviceability.

Aircraft and to act as B1.1 support staff for performing
Maintenance B1.1 (1,4 & Maintenance on
Engineer 6) (i) Aircraft Structure, Power plant & Mechanical
(Airframe) and Electrical Systems.
(ii) Avionic Systems requiring only Simple
Tests to prove their serviceability and not
requiring Troubleshooting.
The above scope will exclude the following:
 Electrical Power Generation &
Distribution Systems.
 Avionic LRUs.
 Engine.
Maintenance on
(i) Aircraft Structure, Power plant & Mechanical
and Electrical Systems.
Aircraft B1.1 (1,4 &
(ii) Avionic Systems requiring only Simple Tests
Maintenance 5) to prove their serviceability and not requiring
Engineer (Engine) Troubleshooting.
 Electrical Power Generation & Distribution
Systems.
 Avionic LRUs.
 Airframe.

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CATEGORY
CODE
Maintenance on
Aircraft (i) Aircraft Structure, Power plant & Mechanical
and Electrical Systems.
Maintenance B1.1 (1 &
(ii) Avionic Systems requiring only Simple Tests
Engineer (Airframe 4) to prove their serviceability and not requiring
& Engine) Troubleshooting.
Systems.
 Avionic LRUs.
Maintenance on
Aircraft
Maintenance B2 (2 & 3)
(ii) Electrical and Avionics tasks within Powerplant
Engineer and Mechanical Systems, requiring only
(Electrical) Simple Tests to prove their serviceability.

 Instrument Systems.
 Radio Radar Systems.
Maintenance on
Aircraft (i) Avionic and Electrical Systems, and
(ii) Electrical and Avionics tasks within
Maintenance B2 (1 & 3)
Powerplant and Mechanical Systems,
Engineer requiring only Simple Tests to prove their
(Instrument) serviceability.
Systems.
 Radio Radar Systems.
Maintenance on
Aircraft
Maintenance B2 (1 &
and Mechanical Systems, requiring only
Engineer (Radio) 2) Simple Tests to prove their serviceability.

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CATEGORY
CODE
Systems.
 Instrument Systems.
Maintenance (i) Avionic and Electrical Systems, and
B2 (3)
Engineer (ii) Electrical and Avionics tasks within Powerplant
(Electrical & and Mechanical Systems, requiring only
Instrument) Simple Tests to prove their serviceability.
The above scope will exclude the Radio Radar
Systems.
Aircraft and to act as B2 support staff for performing
Maintenance B2 (1) Maintenance on
Engineer (i) Avionic and Electrical Systems, and
(Instrument & (ii) Electrical and Avionics tasks within
Radio) Powerplant and Mechanical Systems, requiring
only Simple Tests to prove their
serviceability.
The above scope will exclude the Electrical
Power Generation & Distribution Systems.
Maintenance on
Aircraft
Maintenance B2 (2)
Engineer and Mechanical Systems, requiring only
(Electrical & Radio) Simple Tests to prove their serviceability.
The above scope will exclude the Instrument
Systems.
Aircraft To issue Certificate of Release to Service (CRS)
Maintenance after Base Maintenance Work. The privileges
C
Engineer (Base apply to the aircraft in its entirety in Biman as a
Maintenance) Part-145 organisation.

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CATEGORY
CODE
after Minor Scheduled Line Maintenance and
Simple Defect Rectification within the limits of
Aircraft
tasks specifically endorsed on the Authorisation
Maintenance
M Certificate.
Engineer (Line
Note: (i) The certification privileges shall be
Maintenance
restricted to work that the holder has personally
–Specific
performed in Line Maintenance only.
Task)
(ii) The certification privileges shall be restricted
to limited to the ratings already endorsed in the
Basic licence.
Ground Run after:
(i) All schedule and unscheduled Engine Ground
/test run up to Idle power/ Part power/
Ground Run Maximum power/ Reverse power check/ any
EGR
Authorisation other condition test run as per approved
document upon following all limitations and
restrictions contained in the manual
(s)/procedure.
(ii) Adjustment/test of the engine as per laid
down procedure appropriate to the
Engine/Aircraft Maintenance Manual.
Note: Authority for issuance of CRS may be
restricted to idle or part power or maximum
power as decided by the oral board.
Borescope Inspection for performance of all
Borescope
BSI schedule and unscheduled Borescope Inspection
Authorisation
upon following appropriate procedure, limitation,
and inspection contained in the applicable
manual to detect internal failure of the engine.
3.4.7.2.2 Electrical System in the table mentioned in 3.4.7.2.1 means:

the aircraft electrical power supply source, plus the distribution system to the different
components contained in the aircraft and relevant connectors. Lighting systems are also
included in this definition. When working on cables and connectors which are part of
these electrical systems, the following typical practices are included in the privileges:
Continuity, insulation and bonding techniques and testing; Crimping
and testing of crimped joints;
Connector pin removal and insertion;

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PROCEDURES
Wiring protection techniques.

3.4.7.2.3 Avionics System in the table mentioned in 3.4.7.2.1 means:
an aircraft system that transfers, processes, displays or stores analogue or digital data
using data lines, data buses, coaxial cables, wireless or other data transmission
medium, and includes the system’s components and connectors. Examples of avionics
systems include the following:
Autoflight;
Communication, Radar and Navigation;
Instruments (see NOTE below);
In-Flight Entertainment Systems;
Integrated Modular Avionics (IMA); On Board Maintenance Systems;
Information Systems;
Fly-by-Wire Systems (related to ATA27 “Flight Controls”);
Fibre Optic Control Systems.
NOTE: Instruments are formally included in the privileges of the B2 licence
holders. However, maintenance on electromechanical and pitot-static
components may also be released by a B1.1 license holder.
3.4.7.2.4 Simple Test in the table mentioned in 3.4.7.2.1means a test described in

approved maintenance data and meeting all the following criteria:
 The serviceability of the system can be verified using aircraft controls, switches,
Built-in Test Equipment (BITE), Central Maintenance Computer (CMC) or
external test equipment not involving special training.
 The outcome of the test is a unique go–no go indication or parameter, which
can be a single value or a value within an interval tolerance. No interpretation of
the test result or interdependence of different values is allowed.
 The test does not involve more than 10 actions as described in the approved
maintenance data (not including those required to configure the aircraft prior to
the test, i.e. jacking, flaps down, etc.., or to return the aircraft to its initial
configuration). Pushing a control, switch or button, and reading the
corresponding outcome may be considered as a single step even if the
maintenance data shows them separated.
3.4.7.2.5 Troubleshooting in the table mentioned in 3.4.7.2.1 means the procedures

and actions necessary to identify the root cause of a defect or malfunction
using approved maintenance data. It may include the use of BITE or external
test equipment.
3.4.7.2.6 Line Maintenance in the table mentioned in 3.4.7.2.1 means any

maintenance that is carried out before flight to ensure that the aircraft is fit for
the intended flight. It may include:
trouble shooting; defect rectification;

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component replacement with the use of external test equipment, if

required. Component replacement may include components such
as engines and propellers;
scheduled maintenance and/or checks including visual inspections
that will detect obvious unsatisfactory conditions/discrepancies but
do not require extensive in-depth inspection. It may also include
internal structure, systems and 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;
for temporary or occasional cases (Airworthiness Directives,
hereinafter AD; service bulletins, hereinafter SB) the quality manager
may accept base maintenance tasks to be performed by a line
maintenance organization provided all requirements are fulfilled.
3.4.7.2.7 Base Maintenance in the table mentioned in 3.4.7.2.1 means any task
falling outside the criteria are given above for Line Maintenance.
3.4 .7.2.8 Minor Scheduled Line Maintenance and Simple Defect Rectification
underCategory M in the table mentioned in 3.4.7.2.1:
(1) Minor Scheduled Line Maintenance means any minor scheduled
inspection/check up to and including a weekly check specified in the aircraft
maintenance programme.
(2) Typical tasks permitted after appropriate task training to be carried out as part of
Minor Scheduled Line Maintenance or Simple Defect Rectification are contained
in the following list:
(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 other than
public address.
(o) Routine lubrication and replenishment of all system fluids and gases.
(p) The de-activation only of sub-systems and aircraft components as
permitted by the operator's minimum equipment list where such de-

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Revision: 02
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PROCEDURES
activation is a simple task.

(q)
Inspection for and removal of de-icing/anti-icing fluid residues, including
removal/closure of panels, cowls or covers or the use of special tools.
(3) Any other task not listed above including defect deferment can be
considered a Simple Task for a particular aircraft type when all the following
conditions are met:
(a) There is no need for troubleshooting; and
(b) The task is in the MEL; and
(c) The maintenance action required by the MEL is straight forward; and
(d) The Holder has performed the task specifically in his task training.
3.4 .7.3 Categories and Classes of Authorisation Certificate o t h e r t h a n

A i r c r a f t Maintenance Category
(a) Categories and Classes of Authorisation Certificate o t h e r t h a n a i r c r a f t
maintenance category is described in a coded format having two parts separated
by a dash (-). In each Authorisation Certificate the First part describes the
categories and the Second part describes the classes.
(b) Other than aircraft maintenance categories, in each Authorisation Certificate the
First part describes the categories and the First character of Second part describes
the classes whereas the second and subsequent character of the Second part
denotes the variable number which varies with different components or type of
aircrafts etc.
(c) Following are the categories of Authorisation Certificate o t h e r t h a n a i r c r a f t
maintenance category:
(i) Component Maintenance Category
EOH : Electric Overhaul Shop SOH : Seat Overhaul Shop
IOH : Instrument Overhaul Shop WHL : Wheel Shop
ROH : Radio Overhaul Shop SSP : Support Shop (Sheet Metal)
COH : Component Overhaul Shop ENB : Engine Build-Up Shop
LOH : Life Safety Overhaul Shop MCH : Machine Shop
TOW : Towing of Aircraft.
(ii) Specialized Category (NDT, Welding Composite repair etc.)

NDT : Non-Destructive Testing
WEL : Welding
SCR : Composite Repair
(iii)
Miscellaneous Category (Store Inspection, Quality Auditor etc.)
STI : Store Inspection
AUD : Quality Auditor (Audit Category)
Note: Scope of Authorization certificate in Specialized Services, Store Inspection & Quality
Auditor Categories are described in MOE 3.11, 3.7 & 3.6 respectively.
(d) Class of Authorisation Certificate
(i) Other than Aircraft Maintenance Category for all other Categories of
Authorisation Certificate Class of Authorisation Certificate shall be denoted as:
X – for class I
Y – for class II

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(ii) In case of Aircraft Maintenance Category all B1.1, B2 Type Rated

Authorisations with or without limitations are denoted as Class-I Authorisation
& rest are denoted as Class-II Authorisation.
3.4.7.3.1 Scope of Authorisation Certificates in Component Maintenance

Category (Overhaul Shop, Support Shop)
Note: Person Holding Authorisation on all type of Aircraft are entitled to the existing
capability. But for inclusion of capability to a new type of aircraft or component of same
category candidate must have to apply to Chief of Quality Assurance for additional
capability along with proof of his additional skill. Upon receiving application Quality
Assurance will scrutinize the required skill and if required Chief of Quality Assurance
may issue Authorisation, with original Authorisation Certificate(s) as appropriate after
scrutiny of his application & related documents by a board comprising of Chief of
Quality Assurance or his nominated Principal Engineer, Deputy Chief Engineer of
concerned department. This is equally applicable for all capability enhancement of
Component Maintenance Category (C Rating in 145 Approval in case of Maintenance
Organization).
Note: Scope of work includes performing the task mentioned in the scope through
completion of necessary worksheets/Supplemental Worksheets in the shop or upon
raising necessary Non Routine Work Cards (NRC).
3.4.7.3.2 Scope of Electrical Overhaul Shop Category Authorisation Certificates
To issue certification after performing maintenance/inspection of Aircraft Component,

Parts & associated accessories and
To issue CAAB Form 1 and necessary certification after maintenance i.e Overhaul,
Repair, Modification, Inspection and testing of:
EOH-X1
DC operated Aircraft components of all types of aircraft.
EOH-X2
AC operated Aircraft components of all types of aircraft.
EOH-X3
Electronically operated Aircraft component of all types of aircraft.
EOH-X4
Electro-Mechanical components of all types of aircraft.
EOH-X6
Aircraft & Equipment Batteries of all types of aircraft
EOH-Y1
DC operated components of any two types of aircraft.
EOH-Y2
AC operated components of any two types of aircraft.
EOH-Y3
Electronically operated components of any two types of aircraft.
EOH-Y4
Electro-Mechanical components of any two types of aircraft.

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EOH-Y5
Building and installation of aircraft electrical and instrument accessories,
harnessfitted on any two types of aircraft.
EOH-Y6
Aircraft & Equipment Batteries of Two types of aircraft.
EOH-Y7
Electrical Power operated Aircrafts Seats (Crew & Pax) of all types of Aircraft.
3.4.7.3.3 Scope of Instrument Overhaul Shop Category Authorisation Certificates

IOH-X1
Mechanical and Electro-mechanical aircraft instruments of all types of aircraft.
IOH-X2
Gyroscopic and Electrical aircraft instruments of all types of aircraft.
IOH-X3
Electronically operated aircraft instruments of all types of aircraft.
IOH-X4
Cylinders (pressure vessel) used in various systems of aircraft including
Hydrostatic test, Weighing check and Re-filling (Gas/liquid) of all types of aircraft.
IOH-Y1
Mechanical and Electro-mechanical instruments of any two types of aircraft.
IOH-Y2
Gyroscopic and Electrical instruments of any two types of aircraft.
IOH-Y3
Electronically operated instruments of any two types of aircraft.
IOH-Y4
Weighing check and Re-filling (Gas/liquid) of Cylinders (pressure vessel) used
in various systems of any two types of aircraft.
3.4.7.3.4 Scope of Radio-Radar Overhaul Shop Category Authorisation Certificates

ROH-X1
Communication system aircraft components of all types of aircraft.
ROH-X2

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Navigation system aircraft components of all types of aircraft.

ROH-X3
Pulse technique system aircraft components of all types of aircraft.
ROH-X4
In-flight entertainment (IFE) system components of all types of aircraft.
ROH-Y1
Communication system aircraft components of any two types of aircraft.
ROH-Y2
Navigation system aircraft components of any two types aircraft.
ROH-Y3
Pulse technique system aircraft components of any two types of aircraft.
ROH-Y4
In-flight entertainment (IFE) system components of any two types of aircraft.
ROH-Y5
LF and Audio system aircraft components per type of aircraft.
ROH-Y6
In-flight entertainment (IFE) system components of any one type of aircraft.
3.4.7.3.5 Scope of Component Overhaul Shop Category Authorisation Certificates

COH-X1
Air-operated components including certification of minor electrical items of all types
of aircraft.
COH-X2
Hydraulic operated components including certification of minor electrical items all
t y p e s of aircraft.
COH-X3
Fuel /water/water-methanol system components including certification of minor
electrical items of all types of aircraft.
COH-X4
Mechanically operated components including certification of minor electrical items
of all types of aircraft.
COH-X5-1: (Y1+ Y5)
Air operated components including certification of minor electrical items of any two
types of aircraft and aircraft under carriage assemblies (Landing gear system) of all
types of aircraft.
COH-X5-2: (Y5+ Y6)
Aircraft under carriage assemblies (Landing gear system) and brake assemblies of

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PROCEDURES
all types of aircraft.

COH-X5-3: (Y6 +Y7)
Brake assemblies of all types of aircraft and mechanically operated components

including certification of minor electrical items of any two types of aircraft.
COH-Y1
Air operated components including certification of minor electrical items of any two
types of aircraft.
COH-Y2
Hydraulically operated components including certification of minor electrical items
of any two types of aircraft.
COH-Y3
Fuel and water injection (fuel /water/water-methanol system) components including
certification of minor electrical items of any two types of aircraft.
COH-Y4
Accessory gearbox, drive shafts including certification of minor electrical items and
disassembly, assembly, inspection, repair, balancing and minor modification
including certification on minor electrical items of any two types of aircraft
COH-Y5
Aircraft under carriage assemblies (Landing gear system) of all types of aircraft.
COH-Y6
Brake assemblies of all types of aircraft.
COH-Y7
Mechanically operated components including certification of minor electrical items
of any two types of aircraft.
3.4.7.3.6 Scope of Life Safety Overhaul Shop Category Authorisation

Certificates

LOH-X1
Slide / rafts, life jackets and first aid kits used in any two types of aircraft in
Biman fleet.
LOH-Y1
Slide / rafts, life jackets and first aid kits used in any one type of aircraft in
Biman fleet.
3.4.7.3.7 Scope of Seat Overhaul Shop Category Authorisation Certificates


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SOH-X1
Aircraft Crew Seats and Passenger Seats in any two types of aircraft in Biman
fleet.
SOH-Y1
Aircraft Crew Seats and Passenger Seats in any one type of aircraft in Biman
fleet.
3.4.7.3.8 Scope of Wheel Shop

WHL-X1:
Wheel assemblies of all types of aircraft.
WHL-Y1:
Wheel assemblies of two types of aircraft.
3.4 .7.3.9 Scope of Support Shop Category (Sheet Metal Shop)
To issue certification after performing maintenance/inspection of Aircraft, Aircraft

Component, Parts & associated accessories and :
SSP-X1: Conventional Metallic Structure Repair and Balancing

To issue CAAB Form 1 and necessary certification after maintenance i.e Repair,
Modification and Testing of all types of control surfaces, metallic structure, metallic
structural parts and skins including balancing all types of control surfaces and
applying anti-corrosive treatment, sealing compound of Biman fleet as per
respective aircraft S.R.M. or approved documents.
SSP-X2: Cable & Tube Swaging
To issue CAAB Form 1 and necessary certification after maintenance i.e
Fabrication,Repair, Swaging and Testing of all types of :
(i) Control Cables by using the portable Cable Swagger Machine & Proof
LoadTester Machine.
(ii) Hydraulic Tubes by using the Parma Swagger/Tube Swagger Machine
including required testing by the tester tools as per respective Aircraft Manual or
any otherapproved documents.
SSP-Y1: Balancing
To issue CAAB Form 1 and necessary certification after maintenance i.e. Repair,
Modification, Testing and Balancing of all type of aircraft control surfaces of Biman
fleet as per respective aircraft manuals or any other approved documents.
SSP -Y2: Conventional Metallic Structure Repair
Modification and Testing of all types of metallic structure, structural parts including
applying anti-corrosive treatment and sealing compound of Biman fleet as per

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PROCEDURES
respective aircraft S.R.M or any other approved documents.

SSP-Y3: Cable Swaging
Fabrication, Repair, Swaging and Testing all type of control cables by using the
portable Cable Swagger Machine and Proof Load Tester Machine as per respective
Aircraft Manuals or any other approved documents in Biman fleet.
SSP-Y4: Tube Swaging
Fabrication, Repair, Swaging and Testing all types hydraulic tubes by using the
Perma Swagger/Tube Swagger Machine including required testing by the tester
tools as per respective aircraft manuals or any other approved documents in Biman
fleet.
SSP-Y8: Bearing, Cold Sleeve expansion
To issue CAAB Form 1 and necessary certification after maintenance of the
following:
(i) Repair, Replacement, Installation and Load Testing of Engine Lug
Bearing of airbus aircraft and
(ii) Hole Cold Expansion up to 5/16 Dia by the FTI tools as per approved
repair procedures in Biman fleet.
3.4.7.3.10 Scope of Support Shop Category (Machine Shop)

Component, Parts & associated accessories and
To issue CAAB Form 1 and necessary certification after performing machining
works on:
MCH-X1
Aeronautical product component parts using horizontal and Vertical lathes, portable
power tools, and surface grinding metal machining works i.e Threading/Turning
operations, Tapping/Facing operations as per engineering drawing/any other
approved maintenance data.
MCH-Y1
Aeronautical product component parts using horizontal lathes i.e
Threading/Turning, operations as per engineering drawing/any other approved
maintenance data.
MCH-Y2
Aeronautical product component parts using Vertical lathes, portable power tools,
and surface grinding metal machining works i.e Tapping/Facing operations as per
engineering drawing/any other approved maintenance data.
3.4.7.3.11 Scope of Engine Build-up Category Authorisation Certificates

Component, Parts & associated accessories and
ENB-X1

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Revision: 02
PART 3, CHAPTER 3.4
Date: 30-05-2023
PROCEDURES
Build-up/ installation of accessories/ components/ parts including minor

repair of all types of engine / powerplant of current fleet.
ENB-Y1
Build-up/ installation of accessories/ components/ parts including minor
repair of any two types of engine/power plant of current fleet.
3.4.7.4 ONE-OFF CERTIFICATION AUTHORIZATION

3.4.7.4.1 Introduction:
In some exceptional cases such as aircraft operating away from a supported

location i.e. diversion to an off-line station not having an appropriately approved
or accepted Aircraft Maintenance Organisation. In such a situation Biman
Quality Assurance may issue a one-off certification authorization to a nominated
employee of the other Organizations supporting Biman’s aircraft at that station
or to an independent certifying staff.
3.4.7.4.2 Procedure:
(a) In case where an aircraft is grounded at a location other than the main base
where no appropriate certifying staff is available, the organization contracted
to provide maintenance support may be requested. In such case, Biman E &
MM may issue a One–off certification authorization
(b) To one of its (the organization contracted to provide maintenance support)

employees holding equivalent type authorization on aircraft of similar
technology, construction and systems
(c) To any person with not less than five years maintenance experience and
holding a valid ICAO aircraft maintenance license rated for the aircraft type
requiring certification.
(d) Provided the contracted organization obtains and holds on file evidence of
the experience and license of that person.
(e) In those situations, where the requirement for a one off authorization to
issue a CRS for a task on an aircraft type has been identified, the following
procedure is recommended:
(i). Flight crew of Biman shall communicate details of the defect to MCC
of Biman E & MM and to the organization contracted to provide
maintenance support with full details of the defect.
(ii). If necessary MCC of Biman E & MM will then request the use of a
one off authorization from the Quality Assurance department.
(iii). When issuing a one off authorization, the Quality Assurance

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Revision: 02
PART 3, CHAPTER 3.4
Date: 30-05-2023
PROCEDURES
department shall verify that MCC has made a reasonable judgment

that such a requirement is appropriate under the circumstances and
at the same time maintaining the required airworthiness standards.
A one-off Authorisation shall not be issued where the level of
certification required could exceed the knowledge and experience
level of the person. In all cases, due consideration shall be given to
the complexity of the work involved and the availability of required
tooling and/or test equipment needed to complete the work.:
 Biman E & MM Line Maintenance has an approved procedure in

place for coordinating and controlling the total maintenance
activity undertaken at the location under the authority of the one
off authorization.
 MCC of Biman E & MM have established communication and

passed full technical details relating to the work required to be
carried out to the certifying staff.
 The person to whom a one-off Authorization will be issued has

been provided all the necessary information and guidance
relating to maintenance data, special tooling and any special
technical instructions associated with the specific task
undertaken.
 A detailed step by step worksheet has been defined by the MCC

of Biman, communicated to the one off authorization holder. The
one off authorization holder shall sign off the detailed step by step
worksheet when completing the work steps.
(f) The completed tasks by the one off authorization holder shall be verified by
visual examination and/or normal system operation upon return to an
appropriately approved maintenance facility.
(g) In all such cases as specified in the above paragraph shall be reported to
CAAB within seven days of the issuance of such certification authorization
[Part 145.A.30 (e), (g), (j) (1, 3, 4, 5)

Part 145.A.35 (a) to (i) and (m)
AMC 145.A.35 (b), (e) - Appendix IV]

Issue: 02
Revision: 00
PART 3, CHAPTER 3.5
Date: 22-08-2022
CERTIFYING STAFF AND B1/B2 SUPPORT STAFF RECORDS
3.5 CERTIFYING STAFF AND B1/B2 SUPPORT STAFF RECORDS
(a) Control of List of Certifying personnel & B1/B2 Support Staff (Refer MOE
Chapter 1.6 for details) and management of records for all technical
qualifications and Authorizations issued in the Organization is prime
responsibility of Quality Manager.
(b) A separate file shall be maintained for all certifying staff and authorized
personnel including those with limited scope of authorizations.
(c) Besides Quality Assurance division controls the Specimen Signature Manual
(Document no: EMM/QA/001, Refer Chapter 5.1, SL 28) containing the List of
certifying Staff with their authorization and specimen signature.
3.5.2 Certifying Staff Records System

(a) Quality Manager Division shall preserve and update the training documents of
Certifying/Support staff in the respective training file kept in the Quality
Assurance office. Respective departmental head shall preserve and update
the training documents of each personnel in the respective training file in own
office.
(b) This training files are arranged in respect of staff number for easy
identification and monitoring. Training documents shall be updated as soon as
a person successfully completes training.
(c) All Training Record shall be legible and written in English.
(d) Disposition of training document will be made according to the company policy
for destroying old document.
3.5.2.1 Constitution of the Records
(a) Training (i.e technical qualifications and Authorizations) Files are arranged as per
Staff Number for easy identification and monitoring. All the evidence of issuing
different authorisations are kept in the Hard Copy File.
(b) A separate Transparent file named Certifying Staff Record (Document no:
EMM/QA/1003/Staff No.) containing the updated training & authorization records
shall be maintained for each certifying staff and authorised personnel including
those with limited scope of authorizations. Training documents and authorisations
shall be updated as soon as a person successfully completes training or obtain the
authorisations.
(b) Besides Quality Assurance division controls the Certifying Staff List (Document no:
EMM/QA/1006) containing the Name, Staff No., Designation, AME No.,
Authorisation No., Authorisation Held.

Issue: 02
Revision: 00
PART 3, CHAPTER 3.5
Date: 22-08-2022
(d) The Hard Copy File, Certifying Staff Record (Document no: EMM/QA/1003/Staff
No.) and Certifying Staff List (Document no: EMM/QA/1006) shall be considered as
an associated document of the Maintenance Organisation Exposition (MOE).
(f) The Hard Copy File, Certifying Staff Record shall be reviewed, updated in
accordance with procedure in MOE Chapter 3.5.2.3
(g) Certifying Staff Record (Document no: EMM/QA/1003/Staff No.) shall provide, as a
minimum, following information for each personnel:.
(1) Name & Staff Number
(2) Date & Place of Birth
(3) Date of Appointment to Grade
(4) Present Designation
(5) Basic Training
(6) Type Training
(7) Continuation Training
(8) Qualifications relevant to the Authorisation
(9) Scope of the authorization
(10) Date of first issue of the authorization
(11) Expiry date of the authorization
(12) Authorisation number
(13) Summary of Experience
3.5.2.2
(i) Copies of diplomas/educational certificates, Licence, authorization,

certificates (basic / type) and continuation training record shall be archived
along with other records.
ii) License & Training coordination personnel in favour of the Quality Manager
will update the Certifying Staff List and Certifying Staff Record at the end of
each month to reflect changes caused by addition and deletion of assignment,
or addition and deletion of personnel.
3.5.2.3 Management of Certifying Staff Records

(a) A separate file shall be maintained for all certifying staff and authorized
personnel including those with limited scope of authorizations. Record files
shall be traceable by individuals’ staff numbers.
(b) Upon receipt of a change in any of the above information as stated in 3.5.2 for
a certifying staff, the file of the particular individual shall be updated
accordingly.
3.5.2.4 Control of Certifying Staff Records

(a) The documents of the training files are preserved in a secured manner under
positive lock and key but are accessible to the authority or external auditors as
and when required. Persons authorized to access the system are maintained
at minimum level to ensure that records cannot be altered in an inadvertent
manner or that such confidential records become accessible to unauthorized

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Revision: 00
PART 3, CHAPTER 3.5
Date: 22-08-2022
persons. As such it is the Licence & Training Coordination Personnel, Principal

Engineers of the Quality Assurance Division related with Licensing and
Authorization and the Quality Manager has the access to the record.
(b) Auditor, representative of CAAB and any regulatory Authority is also an
authorized person to have the access to the records only in the following
exceptional cases
(i) When investigating the records system for initial and continued approval
or
(ii) When the Authority has cause to doubt the competence of a particular
certifying person.
(c) The certifying person will be given reasonable access on request to his own
records. The certifying staff and support staff must be able to provide to the
auditors their authorization within a reasonable time not exceeding 24 hours.
3.5.2.5 Retention of Records
(a) License & Training coordination personnel working under Chief Engineer (QA)
shall archive all training records and authorizations for such personnel.
(b) All training records/documents of Certifying /Support staff shall be retained

throughout his / her service life in Biman until three (03) years after retirement,
resignation, termination, withdrawal of the staff‘s Authorisation or death whichever
is applicable.
(c) In addition, the certifying staff will be furnished with a copy of their record on
leaving the organisation, upon request.
[Ref: Part 145.A.35 (j), (k), (l) / AMC 145.A.35 (j) - Part 145.A.70 (a)]

Revision: 00
PART 3, CHAPTER 3.6
Date: 22-08-2022
QUALITY AUDIT PERSONNEL
3.6. QUALITY AUDIT PERSONNEL
3.6.1 General
The Accountable Manager has appointed the Quality Manager with responsibility for
monitoring the quality system, including the associated feedback system, and requesting
corrective actions as necessary to any Senior Management. The Quality Manager, as per
his job description (MOE Section 1.4), will have direct access to the Accountable Manager
to ensure that he is kept properly informed on quality and compliance matters.
3.6.2 Selection of Quality Auditors.
3.6.2.1 Function of auditors in Biman E&MM shall not be subcontracted to any other organization.
Quality Auditors shall be selected among Aircraft Engineers within the Organization,
possessing appropriate academic / technical knowledge, commitment and aptitude.
Selection shall be made on approved criteria. In addition Following shall be the attributes
in terms of Qualification, Training & Experience for Quality Audit personnel.
3.6.2.2 Qualification:
(i) Minimum age of 21 years, and
(ii) B. Sc. Engineering in Aeronautical (Aerospace) / (Avionics)/ Mech./Ind. &
Prod./Electrical & Electronics / M. Sc. in Applied Physics & Electronics; or
Holder of Basic Licence issued by CAAB; or
Holder of Authorization Certificate from Component Maintenance or other Category.
3.6.2.3 Training:
(i) Course on Quality.
(ii) Courses on Audit Technique.
(iii) Course on Regulation (CAAB Part 145 & Part 66).
(iv) Company Procedure Training.
(v) Safety Management System.
(vi) Human Performance Limitations Course.
(vii) Course on FTS & CDCCL; EWIS.
(viii) Continuation Training on S/N: (ii) to (vii).
3.6.2.4 Experience:
(i) Must have at least 3 (three) years of experience in an approved
Training/maintenance organization/operator or an airworthiness inspection
organization.
(ii) Must have a minimum of 60 (sixty) hours of practical experience (O.J.T) on Auditing
(at least 5 Different Areas complete audits) under supervision of existing Auditor /
Principal Engineer responsible for Quality Audit. The O.J.T. period shall be counted
after the successful completion of Quality System and Auditing Course. Knowledge

Revision: 00
PART 3, CHAPTER 3.6
Date: 22-08-2022
and practical experience on the following areas have to be acquired during the
process of attending ‘On the Job Training’:
a) Complying with the applicable audit requirements.
b) Communicating and clarifying audit requirements.
c) Planning and carrying out assigned responsibilities effectively and efficiently.
d) Documenting all audit observations.
e) Reporting the audit results.
f) Verifying the effectiveness of corrective actions taken by auditee as a result of the
audit.
g) Retaining and safeguarding documents pertaining to the audit.
h) Submitting such documents as required.
i) Treating privileged information with discretion.
j) Cooperating and supporting the Auditor.
(iii) Current experience on auditing with an auditor (at least 3 Different Areas complete
audits).
3.6.3 Conduction of Continuation Training:

Each authorized quality auditor holder has to receive sufficient Continuation Training in
each two year except SMS as it is three (03) years period to ensure that he has up-to-date
knowledge of regulation changes, organization procedures and human factor, technical
knowledge, quality & safety issues. Continuation Training may be split into separate
elements, such as Courses (internal and external), Seminars, Technical Briefing, Self-
Instruction (Read, Understand and Sign) etc. A permanent record of Classroom Training,
Seminars, Technical Briefing and Self-Instruction will be maintained by the Quality
Manager. Seminars, Technical Briefing, Training will be conducted on different subjects by
the Instructors/ Supervisor/ Authority Holders / Sectional/ Departmental Heads who all are
expert on the subject matter. Each authorized quality auditor will be required to
demonstrate satisfactory proof of Continuation Training prior to renewal of their
Authorization.
3.6.4 Issuance of Authorization, Renewal, revalidation, Revocation & Withdrawal
3.6.4.1 Issuance of Authorization

Upon fulfilling requirements mentioned in 3.6.2 / 3.6.3 Quality Manager shall interview for
skill assessment. Having assessed satisfactorily, an Authorization Certificate bearing a
unique Authorization Number will be issued. Audit authorization, issued to individual, shall
be valid for a period of 12 (twelve) months from the date of issue. Such authorization shall

Revision: 00
PART 3, CHAPTER 3.6
Date: 22-08-2022
be valid for a period of one year from the date of issuance. Quality Auditor, upon query,
shall present such Authorization to the Competent Authority within reasonable time.
Note: Existing Quality Assurance Auditor will be issued with the Authorization Certificate
based on Competency Assessment by Quality Manager but the new applicant will be issued
with Authorization by following the above mentioned process.
3.6.5 Revalidation & Renewal of Authorization

(a) An application for renewal shall be made by submitting completed Form
together with Authorization Certificate and Proof of Experience in a prescribed format
to Quality Assurance Office at least three weeks prior to expiry of the Authorization
Certificates.
(b) Each Auditor has been engaged for not less than 6 (six) Audits / 6 month experience in
relevant field during continuous 24 months period and shall receive sufficient
continuation training in each two-year period to ensure that he has up-to-date
knowledge of regulation changes, organization procedures and human factor,
technical knowledge, quality & safety issues.
(c) Quality Assurance will scrutinize the application. Upon assessment of competence
and continued utilization of audit authorization Quality Manager will renew the
Authorization for next 12 (twelve) months.
(d) Revalidation of Authorization Certificate shall be processed in a similar manner and
shall be limited to previous scope of the authorization. Where an Authorization
Certificate has lapsed for 24 months or more, the applicant shall substantiate by
examination his ability to meet the requirements for renewal of the Authorization
Certificate. The type and extent of the examination will be determined by the Quality
Manager and will depend on the nature and period of employment of the holder
since the Authorization Certificate expired.
3.6.6 Revocation of Authorization
(a) Quality Manager can suspend/revoke audit authorization in case of followings:
(i) Incident of failures recorded during the last 6 months or in case of any
ongoing/pending investigation against him, and/or
(ii) Persons being considered blameworthy in any investigation of the defect,
accident, precautionary landing, forced landing incidents etc. by the Chairman
CAAB during preceding 6 months.
(b) Concerned quality Auditor shall be notified for such suspension / revocation, in writing.
A copy of such notification shall be placed in individual’s record file.
3.6.7 Withdrawal of Authorization

Authorization will be withdrawn if the person withdrawn from its current position for new
assignment or resigns / retires from the organization. Upon such withdrawal, the individual
shall return Authorization Certificate to Quality Assurance for necessary correction.

Revision: 00
PART 3, CHAPTER 3.6
Date: 22-08-2022
3.6.8 Scope of Authorization
3.6.8.1 Audit Category (Quality Assurance) : AUQ-X1
Scope:
Perform quality audit of different audit area as listed in quality audit plan related to Part-
145 AMO of Biman Bangladesh Airlines Ltd.

Revision: 02
QUALIFYING INSPECTORS
3.7 QUALIFYING INSPECTORS
3.7.1 Requirements of Qualifying Inspectors

3.7.1.1 Biman E & M.M does not use the title “Inspector” for inspection functions in areas
such as workshops, Line and Base maintenance rather those are performed by
appropriate certifying and/or support staff in accordance with the procedures as
detailed in MOE 3.4.
3.7.1.2 The title “Inspector” is used for ‘Stores Inspectors’ performing the function of
Receiving Inspection-Material/Parts. Authorizations are also issued to ‘Stores
Inspectors’ that clearly state the scope and limitations of the authorization to
materials/parts receiving inspection.
3.7.2 Requirements of Stores Inspector (Receiving Inspector-Material/parts)
3.7.2.1 Qualification Requirements for Authorization Certificate to Store Inspector

The applicant shall be:
a) Minimum age of 21 years, and
b) Higher Secondary Certificate in science group; or
c) Diploma in aircraft maintenance engineering in related category; or
d) Diploma from polytechnic institute in related category.
3.7.2.2 Training Requirements for Authorization Certificate to Store Inspector

The applicant must have completed:
a) Course on Store Inspection.
b) Course on Regulation for Store Inspectors.
c) Company Procedure Training.
d) Safety Management System.
e) Human Performance & Limitations Course.
f) Dangerous Goods Regulations.
g) Electrostatic Sensitive Device Handling Precautions.
h) Continuation Training (b) to (f).
3.7.2.3 Experience Requirements and Procedure for Granting Authorization Certificate to Store
Inspector
The applicant must have completed:
a) Must have completed 4 weeks O.J.T. with Store Inspection Officer or under
supervision of qualified Personnel designated by Chief Engineer Quality
Assurance. OJT will be performed after completion of the relevant training
courses for Store Inspection. Certificate shall be awarded after completion of
the OJT. Certificate & completed OJT sheet (signed by supervisor/assessor)
must be submitted along with application.
b) Must submit a certificate from the Store inspection Officer or respective
Issued by Biman AMO Page 3.7— 1

Revision: 02
Sectional/Departmental Head of gaining 06 (six) months practical experience
after completion of the course.
c) Must submit a ’Schedule of Work’ with details of work performed as a
proof of practical experience.
d) Must submit the latest Competency Assessment Form duly Assessed by
the appropriate office.
3.7.2.4 Authorization Certificate Examination Procedure for Store Inspection Category
a) Prospective candidate will submit all the required evidences as spelt out in MOE
3.7.2.1 thru 3.7.2.3 with recommendation from Principal Engineer/Sectional In-
charge.
b) Competency Assessment section shall scrutinize all applications to ensure
compliance with the requirements. Acceptance or rejection of application shall be
communicated to the Principal Engineer/Sectional In-charge through
notice/letter/mail.
c) Once the candidate is found eligible against the requirements, the name of the
eligible candidates shall be communicated to the DCE Line/Base
Maintenance through notice/letter/mail for conducting the oral
examination/assessment board.
d) For initial issue or extension of Authorization Certificate DCE Line / Base
Maintenance will be the Head of the Assessment Board and will assess the
qualification/skill (Competency Assessment) on the basis of requirements
mentioned in MOE 3.7.2.1 thru 3.7.2.3. other member of the board will be as
follows:
SL. Category Oral Examination Board

01. Store 1. Deputy Chief Engineer Line/ Base Maintenance -
Inspection Chairman.
Category 2. Principal Engineer of Quality Assurance
3. Related Principal Engineer / Store Inspector
(subject matter expert) nominated by the
Departmental/Sectional Head.
e) Once the candidate is found satisfactory with the Assessment Board, the
candidate will be allowed to make application to Quality Assurance name of the
eligible candidates shall be communicated to the DCE Line/Base
Maintenance through notice/letter/mail for conducting the oral
examination/assessment board.
3.7.3 Recurrent Training Procedures for the Stores Inspectors

(a) Stores Inspectors must undergo Recurrent training once in every two year.
(b) Recurrent training for Stores Inspectors in every two-year (SMS course in every
three years) period shall be planned and arranged by Chief Engineer (QA). Recurrent
training shall be accomplished through amalgamation of classroom session and

Revision: 02
dissemination of information through issuance of technical publications such as
Quality Alerts / Advisories, Technical Notices, Safety Bulletins/Circulars, Human
Factor Bulletins, etc. Essential topics shall be covered in Recurrent training and are
as follows:
(i) Amendments in relevant Part of Regulations
(ii) Changes in organizational procedures (MOE and associated procedures)
(iii) Human Factor issues
(iv) Relevant Safety Management System,
(v) Dangerous Goods Regulations
3.7.4 Class & Scope of Store Inspection Category

(a) Class of Authorization Certificate
Class of Store Inspection Category Authorization Certificate shall be denoted as ‘X’
for class I and ‘Y’ for class II.
(b) Scope of Authorization Certificate
STI-X1: Issuance of necessary Certification in case of all aircraft aerospace and

avionics related parts and materials & upon performing following tasks:
(i). Check and release of all parts and materials received from approved sources
which meets the specification and standards.
(ii). Physical Inspection of all parts and materials of Quarantined and Bonded stores
for satisfactory storage conditions.
(iii). Maintain shelf life applicable to aircraft parts and reject un-airworthy parts or
materials.
(iv). Issuance of unserviceable tag during inspection for life expiry, damaged,
improper storage condition and low pressure indicated in the gage of pressurized
bottle/ cylinder.
(v). Certifying of rejection Form with authority under scope.
(vi). Routine Inspection of bonded store for proper compliance of aeronautical
products storage procedure as Airworthiness requirement.
(vii). Arrange functional testing of all doubtful components receive from approved
sources as per Airworthiness requirement.
(viii). Verification for confirmation of doubtful Airworthiness certificate received with
the aeronautical products.
STI-Y1: Issuance of necessary Certification in case of all aircraft aerospace related

parts and materials & upon performing tasks mentioned above [3.7.4 (b) (i) through
(viii)].
STI-Y2: Issuance of necessary Certification in case of all aircraft avionics related

parts and materials & upon performing tasks mentioned above [3.7.4 (b) (i) through
(vii').

Revision: 02
3.7.5 Authorization Renewal and Assessment
(a) At least three weeks prior to expiry of the Authorization Certificates, respective
Departmental Head shall forward the application for such renewal to Quality
Assurance Office. An application for renewal shall be made by submitting
completed Form No: EMM/QA/1204 together with Assessment of Competence by
the DCE Line/Base Maintenance, Authorization Certificate and Proof of
Experience in a prescribed format.
(b) A Store Inspector for renewal of Authorization Certificate must complete recurrent
or continuation training on courses mentioned in 3.7.2.2 (b) to (f):
(c) The holder of the Authorization Certificate must show the proof of experience that
he has been engaged for periods not less than 6 (six) months during any
continuous 24 months period on work
(d) Must submit the latest Competency Assessment Form duly Assessed by the
appropriate office.
(e) An Authorization Certificate shall not be back-dated upon renewal.
(f) Authorization Certificate shall not be renewed to person(s) in the event of:
(i) Recency of experience is less than 6 months within last 2 years;
(ii) Incident of Inspection failures recorded during the last 3 (three) months
or in case of any ongoing/pending investigation against him;
(g) Successful candidate will be issued with authorization specifying the time limit and
scope of authorization with authorization number by Quality Manager.
(h) Every year Maintenance Manager performs a re-qualification test to maintain the
approval and evaluates a ‘Stores Inspector’ according to Biman E & M job
competence requirements. Then Maintenance Manager will forward the application
for Renewal of Authorization. Quality Assurance will scrutinize the application.
Upon assessment of competence and continued utilization of authorization Quality
Manager will renew the Authorization for next 12 (twelve) months.
3.7.6 Stores Inspection

(a) The Stores Inspection is done by a dedicated group of personnel who are
involved in the inspection of incoming materials and tools used in the
aircraft/component maintenance including its documentations are selected
based on their formal training status, experience and knowledge of
maintenance and inspection functions and having met the competencies for
their specific job title in the organization.
(b) Activities for the Stores Inspectors include:
(i) Visually inspect incoming material for conformance to requirements
and for any obvious damage.
(ii) Inspect for suspected unapproved parts.
(iii) Disposition of all incoming material based on their inspection status.
(iv) Keeps non-conforming material in quarantine area waiting for
disposition.
(v) Keep records of all incoming material traceable to their sources.
(Part 145.A.30 (e) / AMC 145.A.30 (e))

Revision: 00
PART 3, CHAPTER 3.8
Date: 22-08-2022
QUALIFYING MECHANICS
3.8 QUALIFYING MECHANICS
3.8.1 General
(a) Biman AMO qualifies mechanics in areas such as workshops and line/base
maintenance.
(b) To qualify as a mechanic, an individual must demonstrate not only a satisfactory skill
level but must also demonstrate a sound knowledge of the product, the equipment,
technical documentation, and Company procedures connected with the scope of
work to be carried out.
(c) Mechanics are not authorized to issue Certificate of Release to Service. Though, it is
ensured that they are able to perform maintenance tasks to any standard specified
in maintenance data under supervision of Certifying Staff.
3.8.2 Recruitment of Trainee Mechanics

(a) Mechanics shall be recruited against vacancies raised in the Organization, according
to prescribed criteria, from any of the following sources:
(i) Completed apprenticeship from Bangladesh Airlines Training Center (BATC) or
other training organization.
(ii) Other aviation maintenance organization.
(iii) Specialized skills.
(b) Following shall be the basis for recruitment:
(i) Age (minimum 18 years)
(ii) Educational qualification (“A” level with physics & mathematics / HSC Science
with physics & mathematics / Diploma in Engineering from Technical Education
Board or equivalent / Science graduate from recognized university)
(iii) General Technical Knowledge (assessed through examination and interview).
3.8.3 Basic Training

(a) Upon recruitment, Mechanics shall undergo On Job Training (OJT) under supervision
of certifying staff. Training need shall be analyzed for all inductees in the
Organization by Deputy Chief Engineer of respective department. Successful
completion the competence assessment by Deputy Chief Engineer will enable
mechanics to perform maintenance activities under supervision of certifying staff.
(b) Technical personnel will then undergo training on trade courses (depending on their
functional areas), regulation, company procedure, human performance and
limitations, SMS, FTS/CDCCL etc. Such training shall be of sufficient duration in
relation to specific job roles in the Organization. The main goal of training is to make
technical personnel eligible for obtaining Licences/Company Authorizations at the
same time, to enhance their technical skill for compliance of maintenance activities
as required.

Revision: 00
PART 3, CHAPTER 3.8
Date: 22-08-2022
QUALIFYING MECHANICS
3.8.4 Type Training

On management’s recommendation, mechanics in maintenance shall attend relevant type
training for aircraft / aircraft components and Task Familiarization Training. Additional
specialized trainings shall be recommended by Deputy Chief Engineer concerned on the
basis of training need analysis.
3.8.5 Training Plan

Deputy Chief Engineer shall prepare annual training plan for maintenance personnel in the
section. Plan shall cater for training on organizational procedures, technical skills and
human factors. Such plan shall then be forwarded to Training Department. Finalized plan
shall be received by Deputy Chief Engineer for man-hour planning.
3.8.6 Records
Respective Sectional/Departmental Head will maintain the training records of all
Mechanics / Technicians & Junior officers.
[Part 145.A.30 (e), (g) - Part 145.A.35 (a), (m)]

Revision: 00
PART 3, CHAPTER 3.9
Date: 22-08-2022
EXEMPTION PROCESS CONTROL
3.9 AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASKS EXEMPTION PROCESS

CONTROL
3.9.1 General
Biman AMO does not have the authority for exemption process for a maintenance interval
and/or to defer extension of defects that may be found during maintenance of customer’s
aircraft. It is the responsibility of the operator/customer to arrange for an extension of an
interval or to defer a defect with the Authority of aircraft registration.
3.9.2 Deferred Defects

(a) The operator must determine what defects may be deferred and must provide an
agreement or letter to Biman AMO and presented to certifying staff that allows
deferring the defect identifying the authority for such action.
(b) When the letter or agreement is present, the certifying staff will issue a certificate of
release to service (CRS) provided the deferred defects are within the limits of the
operator’s/customer’s maintenance program as approved by their
operator’s/customer’s authority. The certifying staff will identify the defects not
rectified on the CRS and he will also identify on the CRS specific actions required by
the operator related to the deferred defect.
(c) The certifying staff prior to issuing CRS must ensure that the deferred item is within
the operator’s/customer’s limitations.
(d) When such an agreement or letter is not present, or the letter/agreement does not
identify the Authority for such action, or the deferred item is not included in the
operator’s/customer’s maintenance program, the certifying staff will inform the
Maintenance Manager, Production Planning Manager, and the Quality Manager for
further actions.
(e) Quality Manager, upon request from Maintenance Manager, will contact the
operator’s/customer’s Authority to clarify whether a CRS must be issued indicating
the defects not rectified. A non-compliance with an AD note on due is to be reported
to Authority as well.
[ Part145. A.65 / AMC145.A.65]

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
CONCESSION CONTROL FOR DEVIATION FROM THE ORGANISATIONS
PROCEDURES
3.10 CONCESSION CONTROL FOR DEVIATION FROM THE ORGANISATIONS

PROCEDURES
This chapter describes the procedures followed by Biman in order to control
deviation from this approved MOE procedure. It shall be understood that abidance
by the normal process is encouraged and always keeping concessions to the
minimum. Any request for concession to deviate from this MOE procedure shall be
anyway in compliance with any regulatory requirement with particular reference to
CAAB Part 145. Under no circumstances this chapter may be used to deviate from
regulatory requirements.
3.10.1 Concession Criteria
(a) A concession to deviate from company procedures is granted only as a

temporary measure and is requested only in exceptional circumstances. The
appropriate follow up action is taken to ensure that the situation is rectified
within the time constraints imposed. Quality Assurance remains responsible to
ensure any concessions do not violate any Authority requirements.
(b) Deviation from quality system procedures requires concession if
(i) One time or limited use instruction relative to the maintenance.
(ii) A specific process must be performed which is not covered in this
manual or different procedure manual.
(iii) A process to be executed which goes beyond any limit as described in
this manual and different procedure manual.
(c) Concession may be given to the following events. Here are few examples not
the full list:
(i) Perform base maintenance in line maintenance. This requires prior
approval by the Authority.
(ii) Component or part with proper certificate not available at home base.
This requires prior approval by the authority.
(iii) Deviation from calibration schedules.
(d) Concessions are NOT ALLOWED in the following situations:
(i) Deviation of the maintenance Instructions and maintenance data. See
Part 145.A.45;
(ii) Deviations from prescribed tools or equipment. See Part145. A.40;
(iii) Extension of personnel authorizations. See Part145. A.35.
(e) The concession application to the Quality Manager shall include the followings
with the application
 Object
 Procedures involved
 Justification
 Compensatory condition
 period of validity
 Any other additional relative or supporting data e.g. references,
drawings, (TC, STC, OEM) data.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
PROCEDURES
3.10.2 Concession Management Procedure

(a) Internal Evaluation
Chief Engineer, Production may forward a application to the Chief Engineer,
Quality assurance for any concession required. Chief Engineer, Quality
assurance verify it by the Principal engineer, Aerospace/Avionics that the
deviation is within the privileges of the organization and does not lower
standards require by CAAB Part 145. The evaluation process measures the
proposed concession according to the following minimum criteria;
 There shall be an alternate means of compliance to practice/procedure.
 The proposed alternative shall provide an equivalent level of safety.
 Sufficient justification shall exist for the requested concession.
If the deviation is beyond the privileges of the organization or lowers standards
required by CAAB Part 145, Quality Manager to process the deviation for CAAB
approval.
(b) Drafting Process
Full details of the technical justification including specifications, references,
drawings, manufacturers' information, etc. are included and recorded with the
concession application by the Principal engineer, Aerospace/Avionics before
being considered for acceptance by Quality Manager. Concessions related to
mandatory requirements will be subject of approval by CAAB as supported by
the aircraft manufacturer. When the Quality Manager considers that a
concession is possible to be approved by the CAAB, he will apply to CAAB for
approval.
(c) Response
Quality Manager maintains records of all concessions granted by aircraft
registration/component serial number. After granting of any such concession,
the same will be notified to Authority by the Quality Manager. if rejected the
application will be sent back to initiator. A copy will be kept for future
reference.
(d) Internal validation process and follow-up
When the concession is approved by CAAB, the Quality Assurance will
distribute the concession to the production. All Management and maintenance
personnel are responsible to follow the instructions of the concession as
written. A copy of concession also sent to the Principal engineer,
Aerospace/Avionics for follow-up
3.10.3 System of approval and control of concession
Any application for Concession made to the Quality Manager to study the merits of
the case, details of the affected item and the reason for request, supported by the
documentary evidence, shall be provided. If acceptable, Quality Manager will issue
a Concession stating period of validity and any limitations imposed.
If the deviation involves customer aircraft or components, the Quality Manager will
accept the customers application via CAMO Manager or the operator before
processing the concession. NAA approval may be required.

Issue: 02
Revision: 00
Date: 22-08-2022
PROCEDURES
Records for all concession applied and approvals are stored in a file along with any
relevant documentation. The records are stored in the Quality Manager office and
retained for a period of not less than 3 years from the date of expiry of the
concession validity.
3.10.4 Feedback from the Quality system to CAAB
The locally approved concessions shall be recorded for audit by CAAB. During the
process of monitoring or during routine maintenance, if any adverse condition is
noticed that has arisen due to implementation of the deviation in MOE procedure
shall be notified to CAAB, immediately.

Issue: 02
Revision: 00
Date:
QUALIFICATION PROCEDURE FOR SPECIALISED ACTIVITIES SUCH AS NON-
DESTRUCTIVE TESTING, WELDING, ETC.
3.11 QUALIFICATION PROCEDURE FOR SPECIALISED ACTIVITIES SUCH AS NON-DESTRUCTIVE

TESTING, WELDING ETC.
3.11.1 Purpose
To define Biman AMO policies regarding management of training, qualification, and authorizations
for specialized services (NDT, Welding, Composite Repair of Aircraft etc.) personnel.
3.11.2 Training, Qualification and Authorizations for Specialized Services (NDT, Welding,
Borescope etc.)
(a) Biman AMO qualifies specialised services staff in areas such as NDT, Welding,
Borescope etc. To qualify as specialized services staff, an individual must
demonstrate not only a satisfactory skill level but must also demonstrate a sound
knowledge of the product, the equipment, technical documentation, and Company
procedures connected with the scope of work to be carried out and certified.
Working knowledge of the English language is also required.
(b) Appropriate authorizations will be issued to personnel who perform those special
processes after passed the qualification checks. The authorisations issued to these
staff clearly state the scope and limitations of the authorisation.
3.11.3 Practical Experience & Additional Requirement for Granting
Authorisation Certificate in NDT Categories [For Class (I) & (II) Authorisation
Certificate]
(a) Must have minimum 03 (three) years engineering work experience in Maintenance or
Overhaul Shop or Support Shops, as applicable (only for initial issue). Must submit a
certificate of experience.
(b) Must fulfil all the requirements mentioned in NDT Manual (written practice) approved by
Responsible Level 3 NDT / Biman QA.
(c) Must have passed applicable course (initial or continuation), as appropriate to the Category on
which Authorisation Certificate is to be granted, from any recognized institute or airline
training center acceptable to Biman Quality Assurance and CAAB. The training must include
theoretical and practical training relevant to the Authorisation Certificate and there must be
written and practical test as a ‘Qualifying Examination’ to check the ability of the candidates.
Candidate must have passed this ‘Qualifying Examination’. Certificate for both theoretical
and practical training must be submitted along with application.
(d) Must have minimum 2 years’ experience (Proof required) of NDT including 06 (six) months
current experience on the type of work in which Authorisation Certificate is to be granted.
(e) While submitting the schedule of work (job experience) for current 06 (six) months there
would be ’Minimum 01 (0ne) month ‘job experience’ required to be submitted after
completion of the training.
(f) Must submit Eye Examination Record in prescribed form (Form No. Q.A. 010 or equivalent)
from the eye specialist as may be referred by the Medical Assessor of CAAB as a proof of good
eye sight for performance of NDT Inspection. The vision examination for NDT personnel shall
assure that the candidates near vision and colour perception meet the following requirements.
Issue: 02
EXPOSITION (MOE)
Date: 08 Feb 2022
Revision: 00
Date:
Near vision tests shall be administered annually and colour perception tests shall be
administered at least every five years.
Examination Examination Requirements
Near vision Tumbling “E” in accordance with ISO 18490

20/25 (Snellen) at 16 inches (42 cm) +/- 1 inches (25.4 cm)* Jaeger No. 1 at not less
than 12 inches (30.48 cm)*
Colour Personnel shall be capable of adequately distinguishing and differentiating colours

perception used in the process involved.
* In at least one eye, natural or corrected. Simulated vision test and distance is not permitted.
(f) Must submit the latest Competency Assessment Form Duly Assessed by the appropriate office.

Authorisation Certificate in Welding Categories [For Class (I) & (II)
Authorisation Certificate]
(a) Must have minimum 03 (three) years engineering work experience in Maintenance or
Overhaul Shop or Support Shops, as applicable (only for initial issue). Must submit a
certificate of experience.
(b) Must fulfill all the requirements mentioned in Welders Qualification Procedure described in
QPM 3.7 (for Welder) approved by Biman QA.
(c) Must have passed applicable course (initial or continuation), as appropriate to the Trade and
Category on which Authorisation Certificate is to be granted, from any recognized institute or
airline training center acceptable to Biman Quality Assurance and CAAB. The training must
include theoretical and practical training relevant to the Authorisation Certificate and there
must be written and practical test as a ‘Qualifying Examination’ to check the ability of the
candidates. Candidate must have passed this ‘Qualifying Examination’. Certificate for both
theoretical and practical training must be submitted along with application.
(d) Must have minimum 2 years’ experience (Proof required) of Welding including 06 (six)
months current experience on the type of work in which Authorisation Certificate is to be
granted.
(e) While submitting the schedule of work (job experience) for current 06 (six) months there
would be ’Minimum 01 (0ne) month ‘job experience’ required to be submitted after
completion of the training.
(f) The candidate must submit Eye Examination Record in prescribed form (Form No. Q.A. 010 or
equivalent) from the eye specialist as may be referred by the Medical Assessor of CAAB as a
proof of good eye sight for performance of Welding Inspection. The vision examination for
Welding personnel shall assure that the candidates near vision and colour perception meet
the following requirements. Near vision tests shall be administered annually and
colour perception tests shall be administered at least every five years.

Issue: 02
EXPOSITION (MOE)
Date: 08 Feb 2022
Revision: 00
Date:
Examination Examination Requirements
Near vision Tumbling “E” in accordance with ISO 18490

20/25 (Snellen) at 16” (42 cm) +/- 1” (25.4 cm) *
Jaeger No. 1 at not less than 12 inches (30.48 cm)*
Colour Personnel shall be capable of adequately distinguishing and differentiating colours

perception used in the process involved.
* In at least one eye, natural or corrected. Simulated vision test and distance is not permitted.
(g) Must submit the latest Competency Assessment Form Duly Assessed by the appropriate office.

Authorisation Certificate in Composite Repair.
For Boeing 787-8/9 aircraft:

(a) Must have minimum 02 (Two) year experience in SSP-X3 (Proof required) of Composite repair
including 06 (six) months current experience on the type of work in which Authorisation
Certificate is to be granted.
(b) Must have passed the following courses-
(i) Double Vacuum Debulk Repair
(ii) Bolted Repair
(iii) Quick Composite Repair.
(c) Must submit the latest Competency Assessment Form Duly Assessed by the appropriate
office.
For SSPX3 ( B737-800 & B777-300ER Aircraft) & SSP-X4 (Cabin Interior Furnishing &
Toilet and Galley Repair)
Ref to Chapter 3.4.2
3.11.6 Scope of Authorisation Certificates in Specialized Category (NDT/Welding etc.)
3.11.6.1 Scope of Specialised Category (Non Destructive Testing) Authorisation

Certificates
To issue certification after performing maintenance/inspection of associated tools, test

equipment and accessories, and
To issue CAAB Form 1 and necessary certification after performing Non-

DestructiveTesting of aerospace materials, components and structures by:

Issue: 02
EXPOSITION (MOE)
Date: 08 Feb 2022
Revision: 01
Revision: 00
Date:
NDT-X1-1
 Radiographic Examination (level-II) with X-ray and Gamma Ray.
NDT-X1
 Radiographic Examination (level-II) and
 Thermography Inspection (level-II).
NDT-X2
 Eddy current Inspection (level-II) and
 Magnetic particle Inspection (level-II).
NDT-X3
 Ultrasonic flaw detection (level-II) and
 Liquid Penetrant Inspection (level-II).
NDT-Y1
Radiographic Exmination (level-II).
NDT-Y2
Ultrasonic flaw detection (level-II).
NDT-Y3
Eddy Current Inspection (level-II).
NDT-Y4
Magnetic Particle Inspection (level-II)
NDT-Y5
Liquid Penetrant Inspection (level-II).
NDT-Y6
Thermography Inspection (level-II).
3.11.6.2 Scope of Specialised Category (Welding) Authorisation Certificates

To issue CAAB Form 1 and necessary certification after performing
Welding of:
WEL-X1-1
 Aluminum, Corrosion & Heat Resistance Steel Materials & Parts, and
 Carbon steel and Titanium Alloy Materials and Parts.
WEL-X1-2
 Magnesium, Copper and Nickel Alloy Materials and Parts, and
 Carbon steel and Titanium Alloy Materials and Parts.

Issue: 02
EXPOSITION (MOE)
Date: 08 Feb 2022
Revision:
Revision: 00
01
Date:
Date: 05-12-2022
WEL-X1-3
 Aluminum, Corrosion and Heat Resistance Steel Materials and Parts, and
 Magnesium, Copper and Nickel Alloy Materials and Parts.
WEL-Y1
Aluminum, Corrosion and Heat Resistance Steel Materials and Parts.
WEL-Y2
Carbon steel and Titanium Alloy Materials and Parts.
WEL-Y3
Magnesium, Copper and Nickel Alloy Materials and Parts.
3.11.6.3 Scope of Support Shop Category (Composite Repair Shop)
SSP –X3: Composite Repair for Boeing 777, Boeing 737 and DH-8-400 aircraft.
Modification of all types of composite structure, and structural parts which is
composed of glass fibers, aramid fibers and carbon fibers with epoxy resin by wet
lay-up and hot bonding with same type of preprage materials by the Heat-
Con
Composite System by Hot bonder machine of Biman fleet as per respective aircraft
S.R.M. or approved document.
SSP-X4: Cabin Interior Furnishing & Toilet and Galley Repair
To issue certification after performing maintenance/inspection of associated tools, test equipment

and accessories, and
To issue CAAB Form 1 and necessary certification after maintenance of the following:
(i) Overhaul, Repair & Modification of all type galley and toilet.
ii) Overhaul, Repair, Replacement, Modification of Cabin Interior Furnishing including Cabin
Sidewall Tedller replacement of Biman fleet as per respective aircraft manual or any other
approved document.
SSP –X6: Composite Repair for Boeing 787-8/9 aircraft.

To issue certification after performing maintenance/inspection of associated
tools, test equipment and accessories, and
Modification of all types of advance composite structure, and structural parts
which iscomposed of glass fibers and carbon fibers with epoxy resin by wet lay-up

Issue: 02
EXPOSITION (MOE)
Date: 08 Feb 2022
Revision:
Revision: 00
01
Date:
and hot bonding with same type of preprage materials by the Heat- Con
Composite System with DVD epair process, QCR Repair and Bolted repair in
composite structure of Boeing 787-8/9 aircraft as per S.R.M. or approved
document.
SSP-Y7: Galley –Toilet Repair

and accessories, and
To issue CAAB Form 1 and necessary certification after maintenance i.e Overhaul, Repair and
Modification of Galley and Toilet of Biman fleet as per respective aircraft manual or any other
approved document.
SSP- Y10: Cabin Interior Furnishing

and accessories and
To issue CAAB Form 1 and necessary certification after maintenance of the Cabin Interior
Furnishing including Cabin Sidewall Tedller replacement of Biman fleet as per respective aircraft
manual or any other approved document

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
CONTROL OF MANUFACTURERS' & OTHER MAINTENANCE WORKING TEAMS
3.12 CONTROL OF MANUFACTURERS' & OTHER MAINTENANCE WORKING

TEAMS
3.12.1 Introduction & Responsibility

(a) On a case-to-case basis if it is established that work is to be carried out within
Biman AMO facility on a customer’s/operator’s aircraft by representatives of
the aircraft, engine or component manufacturer or other maintenance
organizations, Quality Manager will ensure that the work is accomplished so
as to permit certification.
(b) The procedures for control of manufacturer and others maintenance working
team will be the responsibility of customer/operator. In case it is necessary to
use the aid of manufacturer’s personnel to perform maintenance, repair,
modification, either because such activity is not included in the Company
ratings or for warranty reasons, this procedure shall be followed.
(c) The employees of a manufacturers or other maintenance working team are
working in accordance with Biman AMO procedures and under supervision of
the authorized staff. Prior to accomplishment of the job the personnel
qualifications are evaluated and.
(i) In occasions that the working team intends or make use of their own
tools and equipment, these tools and equipment are evaluated and
accepted by Biman AMO.
(ii) In occasions that the working team intends or make use of their own
parts and materials, these parts and materials are evaluated and
accepted by Biman AMO.
3.12.2 Manufacturer & Other Maintenance Working Teams
3.12.2.1 Holding CAAB-145/Other Part-145 Approval

(a) Confirmation is required from the manufacturer / maintenance organization that
their representative(s) is/are approved for the control and certification of work
carried out outside of his approved premises. This approval shall be an CAAB-
145/other Part-145 enabling the accomplishment of maintenance.
Authorization in writing from Quality Manager nominating an appropriate
person to issue the required certification shall be provided. Biman AMO will
brief the working team of any specific national or company regulatory
requirements that may be complied with by work team.
(i) In case the work carried out by the manufacturer in line maintenance is a
task of more complex activity, then it is the responsibility of line
Certifying Staff to record the carried-out work on the technical logbook
and release the CRS with reference to the tally sheet of maintenance
records used by the manufacturer.
(ii) In base maintenance, the work carried out by the manufacturer will be
summarized on the Aircraft Maintenance Report like other summaries
and the Base Certifying Staff will release the CRS for the complete
check.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
(b) If otherwise agreed, the performed work shall be recorded, in detail, by the
manufacturer’s personnel, on manufacturer’s documentation in compliance
with the Work Order.
3.12.2.2 Not Holding CAAB-145/Other Part-145 Approval

(a) The non CAAB-145/Other Part-145 Approved working team either from
manufacturer or maintenance organization is considered as sub-contractor
working entirely under the approval of Biman AMO
(b) The same procedures followed for approved/accepted
manufacturer/maintenance organization, with following variations, are applied:
(i) The manufacturer shall be qualified by Biman AMO.
(ii) The work will be released by the Biman AMO Certifying Staff on the basis
of a Conformity Certificate released for conformity with the Work Order
and with the used approved documentation.
(iii) The manufacturer’s/maintenance organization personnel authorized to
release the Conformity Certificate shall be included in a list approved by
the manufacturer’s/maintenance organization and provided, for
acceptance to QA.
(c) Quality Manager will nominate an appropriate Biman AMO employee to issue
the required certification. The appropriate person will be a person considered
competent to assess the particular work carried out and who is normally
authorized by virtue of an authorization to issue the required certification for
other work on the aircraft, engine or system for which Biman AMO has
regulatory approval/capability.
3.12.2.3 System for Control of Materials, Working Instructions, Procedures,

Certification and Environmental Conditions
(a) All the additional materials, working instructions and procedures are to be
controlled by the working team. Quality Manager will ensure that the working
team members have been briefed on Biman AMO procedures where those
procedures have an impact on the work to be undertaken.
(b) Quality Manager shall be satisfied that the working team has adequate
instructions for completion of tasks from the manufacturer including necessary
drawings, modification or repair instructions and test procedures.
(c) The working team shall certify their own paperwork according to their own
procedures for the work which they have performed. The person nominated in
3.12.5 will liaise with the working team to ensure that satisfactory co-
ordination is achieved in this respect. Quality Manager shall be satisfied the
work environment is suitable for the task to be carried out.
(d) CAAB Form 1, EASA Form 1 or appropriate certification documents accepted
by the customer’s quality representative shall be issued by the working team
to cover the work carried out. Biman AMO certifying staff shall release the
aircraft to service based on the working team’s certification documents.

Issue: 02
EXPOSITION (MOE)
Date: 22-08-2022
Revision: 00
Date: 22-08-2022
3.12.3 Monitoring
In all above cases, in order to guarantee the respect of signed agreements, the
continuity of maintenance performed (or planned) on the product, to satisfy the
rules in terms of responsibility related to work performed by a subcontractor, the
Company personnel will do the monitoring/supervision of the activity.

Revision: 00
PART 3, CHAPTER 3. 13
Date: 22-08-2022
HUMAN FACTORS TRAINING PROCEDURE
3.13 HUMAN FACTORS TRAINING PROCEDURE

3.13.1 INITIAL TRAINING:
This chapter describes the Human Factors training for the organisation personnel which is
also mentioned in chapter 3.4 for certifying staff and support staff.
3.13.1.1 Aims and objectives
(a) The aim of Human Factors training is to increase safety, quality and efficiency in
aircraft maintenance operations by reducing human error and its impact in
maintenance activities.
(b) The main objectives of the Human Factors Training program are to ensure that
personnel are made aware of the human abilities and limitations and the influence of
the environment on their performance.
(c) The scope of Human Factors Training is improving the awareness to
 Improve safety.
 Reduce errors & risks.
 Increase productivity & reliability.
 Give knowledge on HF and safety to the employees.
 Give details of how the company HF program works.
 Develop skills, where appropriate.
 Influence people’s attitude.
 Influence behavior.
(d) Definition of Human Factors
(i) ‘Human Factors’ means principles which apply to aeronautical design,
certification, training, operations and maintenance and which seek safe
interface between the human and other system components by proper
consideration of human performance.
(ii) ‘Human Performance’ means human capabilities and limitations which have an
impact on the safety and efficiency of aeronautical operations.
3.13.1.2 Categories of staff to be trained
In respect to the understanding of the application of human factors and human
performance issues, all maintenance organization personnel have received an initial and
continuation human factors training prior to commencing actual job function, unless their
competence assessment justifies that there is no need for such training. The following
staffs receive initial and continuation Human Factors training.
(a) Post-holders, managers, supervisors;
(b) Certifying staff, support staff and mechanics;
(c) Technical support personnel such as planners, engineers, technical record staff;
(d) Quality control/assurance staff;
(e) Specialized services staff;
(f) Human factors staff/human factors trainers;
(g) Store department staff, purchasing department staff;
(h) Ground equipment operators.

Revision: 00
Date: 22-08-2022
3.13.1.3 Implementation time frame

Initial training to the required level to be provided to all personnel within 6 months of
joining the maintenance organisation, but temporary staff may need to be trained shortly
after joining the organisation.
3.13.1.4 Training methods and syllabus:

Initial HF training is delivered to staff through classroom training conducted by any training
organizations acceptable to the CAAB for Certifying Staff and Support Staff. For non-
certifying maintenance staff or all other personnel not directly involved in maintenance
activities is conducted by the maintenance organization itself, or independent trainers.
Initial human factors training syllabus are based on practical illustrations and examples,
especially accident and incident reports, where possible. Topics need to be related to
existing legislation, existing guidance/ advisory material, where relevant (e.g. ICAO Human
Factors Digests and Training Manual). The syllabus may be adjusted to meet the particular
nature of work for each function within the organisation.
Initial human factors training covers all the topics of the training syllabus of GM 1 145.A.30
(e) have described below which either as a dedicated course or else integrated within
other training.
1. General/Introduction to human factors
2. Safety Culture/Organisational factors
3. Human Error
4. Human performance & limitations
5. Environment
6. Procedures, information, tools and practices
7. Communication
8. Teamwork
9. Professionalism and integrity
10. Organisation‘s HF program
3.13.1.4 Duration of training

The duration of training will vary depending on the category of personnel involved, for
Example five working days (40 hrs.) for Certifying Staff and Support Staff and the duration
can be reduced for non-certifying maintenance staff or all other personnel not directly
involved in maintenance activities. This duration is determined by the instructor depending
on the kind of personnel activities.
3.13.1.5 Validation of the training courses

The syllabus and duration of Human Factor training is prepared by any training
organizations acceptable to the CAAB for Certifying Staff and Support Staff and approved
by CAAB. In case of other maintenance organisation staff, the syllabus of Human Factor
training is prepared by the maintenance organization itself or independent trainers and
approved by Quality Manager.
3.13.1.6 Requirements for trainers
To qualify for an instructor to conduct the Human Factor by Biman Part-145 organization
itself, the instructor requires fulfilling the following requirements:

Revision: 00
Date: 22-08-2022
(a) He/she has at least 5-years working experience in senior official positions in the
operational/technical areas, or working experience in Human Factor, Safety and/or
Quality.
(b) He/she is in active service in Biman Engineering.
(c) He/she has successfully completed Human Factor (HF) course or equivalent.
(d) He/she has successfully completed Instructional Technique course or acceptable to
Quality Manager.
3.13.1.7 Training Records
(a) Duration / location: Like all other training records Human Factors training, for
Certifying & Support Staff, is also recorded on the staffs personal File preserved in the
office of the Licence & Training Co-ordination Cell of Quality Assurance. However, for
all employees, a permanent record of Classroom Training, Seminars, Technical Briefing
and Self-Instruction will be maintained by the respective Departmental Head. The
detail procedure is mentioned in MOE 3.5.
(b) Type of documents: Paper copies in staff files for initial and recurrent training.
3.13.2 CONTINUATION TRAINING (All Maintenance staff)

3.13.2.1 Aims and objectives
The aims of continuation training are primarily to ensure that staffs remain current in
terms of human factors and also to collect feedback on human factors issues.
The main objective of Human Factors (HF) continuation training is to make the staff aware
of HF issues associated with the areas which are new and their contribution to errors.
3.13.2.2 Categories of staff to be trained

All relevant staff as per list in Para 3.13.1.2 receives HF continuation training.
3.13.2.3 Training methods and syllabus:

Consideration should be given to the use of different training methods and tools including
classroom training, group discussions, accident/incident analysis, case studies from one’s
own organisation, video, role-play exercises, teamwork exercise etc.
Continuation HF training syllabus is created based annually upon experience, current
issues, internal and external sources of information on HF issues, accident/incident,
occurrence reports, investigations, audit findings and recommendations.
3.13.2.4 Duration of training

Over a period of two years interval, Continuation Training are conducted by Classroom,
Seminars, Technical Briefing, Self-Instruction (Read, Understand and Sign) etc. At least one
day Classroom Training is done on HF which is conducted at BATC or other Training
Institute for Certifying Staff and Support Staff.
For non-certifying maintenance staff or all other personnel not directly involved in
maintenance activities are conducted by Classroom, Seminars, Technical Briefing, Self-
Instruction (Read, Understand and Sign) etc. The duration and method of training are
determined by the instructor depending on the kind of personnel activities.

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PART 3, CHAPTER 3. 13 Date:
Date:05-12-2022
22-08-2022
3.13.2.5 Validation of the training courses (syllabus and duration)

Refer 3.13.1.6
3.13.2.6 Requirements for trainers
Refer 3.13.1.6
3.13.2.7 Training Records
(a) Duration / location: Refer 3.13.1.7(a)
(b) Type of documents: Refer 3.13.1.7(b)
3.13.2.7 Human factor principles

As per ICAO Annex–6, part-1, Human factor principles being the principles which apply to
aeronautical design certification, training, operation and maintenance and which seek
safe interface between the human and other system components by proper consideration
to human performance. Human factors have come to be concerned with diverse elements
of the aviation system. These include human behaviour and performance, decision
making and other cognitive processes, the design of controls and displays, maintenance
program safety and economy, proper documentation and the refinement of training. Each
of these aspects demands skilled and effective human performance. Human factor
training is now a mandatory criterion for authorization process in Biman.
The key elements of human factor program are:
— Top level commitment to safety and human factors.
— A company policy on human factors.
— Human factors training (of all appropriate personnel, including managers – not
just certifying staff).
— Reporting, investigation and analysis scheme(s) which will allow reporting of
errors, actual & potential safety risks, inaccuracies and ambiguities with
Maintenance Manuals, procedures or job cards (not just those which have to be
reported as Mandatory Occurrence Reporting (MOR)(s).
— A clear disciplinary policy stressing that, genuine errors will not result in
punishment.
— Human factors and ergonomics audits / Line Operations Safety Audits (LOSA) (of
workplaces, lighting, noise, tooling, adequacy of planning, etc.).
— The resources and willingness to act upon the findings arising from occurrence
reports and audits and to provide fixes where appropriate.
— A mechanism for reporting problems to the Type Certificate Holder.
— A mechanism for ensuring that internal procedures and work instructions are well
designed and follow best practice.
— A means of providing feedback to staff on problems and fixes.
— Abolition of any ‘double standards’ concerning procedural violations.
— A policy for management of fatigue.
— Motivation of staff to support the initiatives
[Part 145.A.30 (e) / AMC 145.A.30 (e) 6, 8, 9, 10;

Part 145.A.35 (d) - Part 145.A.65 (b)]

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COMPETENCE ASSESSMENT OF PERSONNEL
3.14 COMPETENCE ASSESSMENT OF PERSONNEL
3.14.1 Purpose, Scope & Definition

This chapter describes the requirements and procedures of Biman AMO to assess the
competence of personnel in order to verify that the individual person is able to perform
their task without supervision. The competency assessment system, established in Biman
AMO, establishes individual competency, based on training and experience of personnel.
Competency is defined as the application of knowledge, skills, attitude & behavior used in
performing specific job tasks. Thus it is a measurable skill or standard of performance,
knowledge and understanding, taking into consideration attitude and behavior.
Competency assessment is defined as any system for measuring and documenting

personnel competency. The goal of competency assessment is to identify problems with
employee performance and to correct these issues before they affect aircraft
maintenance.
3.14.2 Applicability
Competency assessment is applicable to planners, mechanics, specialized services staff,
supervisors, certifying staff, support staff, Quality Auditor, and managers, whether
employed or contracted, are assessed for competence before unsupervised work
commences and competence is controlled on a continuous basis. The scope of assessment
is dependent upon the function and requirements that the person is responsible to fulfill
within the respective department. For clarification following job descriptions are
recommended for each job function:
(i) Managers as per this section of MOE are able to properly manage the work output,
processes, resources, and priorities described in their assigned duties and
responsibilities in a safe compliant manner in accordance with regulations and
organization procedures. (Deputy Chief Engineer/Deputy General Manager and
above)
(ii) Supervisors are able to ensure that all required maintenance tasks are carried out
and, where not completed or where it is evident that a particular maintenance task
cannot be carried out to the maintenance data, then such problems will be reported
to the 145.A.30(c) person for appropriate action. In addition, for those supervisors,
who also carry out maintenance tasks, that they understand such tasks should not be
undertaken when incompatible with their management responsibilities. (Principal
Engineer or equivalent/Sectional In-Charge)
(iii) Certifying staff are able to determine when the aircraft or aircraft component is
ready to release to service and when it should not be released to service. (Store
Inspector will be treated as Certifying Staff)
(iv) Support staff is able to determine that relevant tasks or inspections have been
carried out to the required standard.
(v) Specialized services staff are able to carry out specialized maintenance tasks to the
standard specified in the maintenance data. They should be able to communicate
with supervisors and report accurately when necessary.

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(vi) Mechanics (non-certifying staff) are able to carry out maintenance tasks to any
standard specified in the maintenance data and will notify supervisors of defects or
mistakes requiring rectification to re-establish required maintenance standards.
(vii) Planners are able to interpret maintenance requirements into maintenance tasks
and have an understanding that they have no authority to deviate from the
maintenance data. Planners are also able to perform contract administration (incl.
operators’ contract)
(viii) Quality auditors are able to monitor compliance with Part-145 identifying non-
compliance in an effective and timely manner so that the organization may remain in
compliance with Part-145.
The responsibility of Competency Assessment is given in the Table below:
RESPONSIBLE FOR ASSESSMENT PERSONNEL TO BE ASSESSED

Accountable Manager Form-4 Holder.
Base Maintenance Certifying Staff & Dy. Chief
Maintenance Manager (Form-4
Engineers working directly under Maintenance
Holder)
Manager.
Production Planning Manager Dy. Chief Engineers working directly under Production
(Form-4 Holder) Planning Manager.
Quality Manager (Form-4 Quality Auditor & Dy. Chief Engineers working directly
Holder) under Quality Manager.
 Certifying Staff/Support Staff/Specialized Services
Staff/Stores Inspector.
Manager as stated in 3.14.2 of
 Principal Engineer or equivalent/Sectional In-
this MOE.
Charge.
 Planner as stated in 3.14.2 of this MOE.
Supervisor as stated in 3.14.2 of Mechanic & Staff working under Supervisor as stated
this MOE. in 3.14.2 of this MOE.
3.14.4 Assessment Procedure
Competence assessment is performed impartially and tactfully related to an employee’s

job functions in pre-established format and question bank as per the procedure specified
in GM 2 145.A.30 (e).
The roles of the Nominated Post Holder are self-assessed and verified by the Accountable
Manager who can determine their performance based on how well the department is
running. All management personnel or a group of managerial personnel are responsible for
the competency assessments of their personnel.
To carry out the assessment for individual depending on their jobs responsibilities the
assessment board will be formed with different members. Respective Nominated Post
Holder or his deputy is the Chairman of the board. Quality Manager or his nominated

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Date: 22-08-2022
representative is a member of the board. One expert on respective subject from respective
department is also a member of the board.
During competency assessment for all the personnel involved in maintenance, management
and/or quality audits in consideration of their qualification and capability of their intended
duties, at least following subjects are to be ensured:
a) Adequate initial and recurrent training in accordance with the job function of an
employee is provided and recorded throughout the duration of employment/contract
from the day of newly joined or transferred to a function.
b) If an employee does not possess the required competencies to perform the job,
appropriate training or any other remedial measure is determined. Thus, as a result of this
assessment, an individual shall be identified as:
(i) whether there is a need for additional training; or
(ii) which level of ongoing supervision would be required; or
(iii) whether unsupervised work could be permitted.
c) An employee is able to demonstrate knowledge of and compliance with the maintenance
organisation procedures, as applicable to their duties.
d) An employee is able to demonstrate an understanding of human factors and human
performance issues in relation with their job function and be trained as described in AMC
2 145.A.30 (e) of CAAB ANO (AW) Part-145.
e) The competency assessment is based on
(i) Desk-top pre-assessment (ahead of the interview/assessment)
(ii) On-the-job performance assessment
(iii) Interview
f) Competency assessments for all employees are done once per year. In addition to this, for
Authorization, this assessment shall be performed prior to the issue or extension or re-
issue/renew/revalidate of an authorization certificate.
g) All the documents of competency assessment are recorded in individual personal files.
3.14.5 Methods for determining personnel competency

(a) Competence assessment take into consideration attitude & behavior and the following
requirements to ensure each person possesses the expected competence(s) associated
to his/her job function:
(i) Meets the qualification criteria addressed.
(ii) Has the relevant knowledge, skills, and ability to perform the maintenance tasks
related to job function including the relevant language knowledge.
(iii) Is able to determine when the Aircraft/component is ready to release to service
and when it shall not be released to service.
(b) In the case of initial authorization or extension of the scope of an already existing
authorization, the competence assessment must:
(i) Be specifically tailored to the aircraft/component type (s) intended to be covered
by the certifying staff authorization (as applicable);
(ii) The competence assessment shall include evaluation of “On the Job Performance”
and /or “testing of knowledge” by appropriately qualified personnel.

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(c) To carry out the assessment for individual depending on their jobs responsibilities the
assessment board will be formed with different members. Quality Manager or his
nominated representative will be the member of the board
(d) The Assessment form contains an open text field where the person responsible for the
assessment records the questions raised, comments or any other information useful to
support the recommendation for the pass/fail result.
(e) According to the job functions the assessment may consider the following (the table is
not exhaustive):
Quality Audit Staff

Specialized Staffs
Certifying Staff &
Support Staff
Mechanics
Supervisor
Managers
Planner
Subjects to be assessed
Knowledge of applicable officially recognized

X X
standards
Knowledge of auditing techniques: planning,
X
conducting, and reporting
Knowledge of human factors, human
X X X X X X X
performance and limitations
Knowledge of logistics processes X X X
Knowledge of organization capabilities,
X X X X X X
privileges and limitations
Knowledge of Part-M, Part-145 and any other
X X X X X
relevant regulations
Knowledge of relevant parts of the
maintenance organization exposition and X X X X X X X
procedures
Knowledge of occurrence reporting system and
understanding of the importance of reporting
X X X X X
occurrences, incorrect maintenance data and
existing or potential defects
Knowledge of safety risks linked to the working
X X X X X X X
environment
Knowledge on CDCCL when relevant X X X X X X X
Knowledge on EWIS when relevant X X X X X X X
Understanding of professional integrity,
X X X X X X X
behavior, and attitude towards safety
Understanding of conditions for ensuring
X X
continuing airworthiness of aircraft and

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Quality Audit Staff

Specialized Staffs
Certifying Staff &
Support Staff
Mechanics
Supervisor
Managers
Planner
components
Understanding of his/her own human

X X X X X X X
performance and limitations
Understanding of personnel authorizations and
X X X X X X X
limitations
Understanding critical task X X X X X
Ability to compile and control completed work
X X X
cards
Ability to consider human performance and
X X X X X
limitations.
Ability to determine required qualifications for
X X X
task performance
Ability to identify and rectify existing and
X X X X X
potential unsafe conditions
Ability to manage third parties involved in
X X
maintenance activity
Ability to confirm proper accomplishment of
X X X X
maintenance tasks
Ability to identify and properly plan
X X X
performance of critical task
Ability to prioritize tasks and report
X X X X
discrepancies
Ability to process the work requested by the
X X X
operator
Ability to promote the safety and quality policy X X
Ability to properly process removed,
X X X X
uninstalled, and rejected parts
Ability to properly record and sign for work
X X X X
accomplished
Ability to recognize the acceptability of parts to
X X
be installed prior to fitment
Ability to split complex maintenance tasks into
X
clear stages
Ability to understand work orders, work cards
X X X X X X
and refer to and use applicable maintenance

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Quality Audit Staff

Specialized Staffs
Certifying Staff &
Support Staff
Mechanics
Supervisor
Managers
Planner
data
Ability to use information systems X X X X X X X

Ability to use, control and be familiar with
X X X X
required tooling and/or equipment
Adequate communication and literacy skills X X X X X X X
Analytical and proven auditing skills (for
example, objectivity, fairness, open- X
mindedness, determination, …)
Maintenance error investigation skills X
Resources management and production
X X X
planning skills
Teamwork, decision-making and leadership
X X
skills
3.14.6 Assessment Record/Check Forms

(a) The Competency Assessment Form is used to record the training received and the professional
experience gained.
(b) The individual elements under the Assessment Criteria headings will vary to ensure that the
assessment is appropriate to the particular job or task being assessed.
(c) The assessor(s) records their comments and conclusion on the respective competency
assessment form.
At the time of interview, the candidate cannot demonstrate

Training adequate knowledge and understanding of the subject. It is
required therefore recommended that appropriate support, mentoring or training
package be developed and delivered before reassessment.
The candidate demonstrates sufficient knowledge and understanding of the
Satisfactory subject that allows the candidate to perform required tasks to an acceptable
standard.
The candidate demonstrates a high level of experience and knowledge of
Exceeds the subject, which allows the candidate to perform required tasks to a very
high standard. The candidate should be considered for additional
responsibilities as part of their personal development

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(d) If the candidate fails to meet any of the required standards it is an indication that further
action is required. The whole purpose of this assessment is to identify such possibilities and
rectify them.
(e) The level of action can vary from formal classroom training to ‘on-the-job’ demonstration and
explanation. In cases where additional action is required to meet the standard this is noted in
the “comments” column of the form. However, Staff whose competency level is “Training
Required” shall be re-assessed for competency within three (3) months from last competency
assessment and upon completion of the recommended competency development and training
plan.
(f) The “Assessor Remarks/Comments” column is also used to provide back-up/ justification as
appropriate for the criteria being assessed. Without basic notes of justification, the process
becomes nothing more than a tick box exercise which is unacceptable.
3.14.7 Competence Record
(a). Recording of Competency assessment is performed on a recurrent basis and kept in a hard
copy system. Records shall include copies of all documents that attest to qualifications and
experience, a competence assessment form.
(b). A completed and signed assessment form will constitute a record of Competency. The form is
signed by the assessors, stating that the named person is deemed to be competent to carry
out the task / job function specified.
(c). It is acceptable for a record of competency to be signed complete with one or more elements
having further action required provided it is referenced in the comments box to those
elements and that an additional record of competence is completed once the necessary
actions have been taken and the candidate has demonstrated their competency to carry out
the task/job function specified.
(d). Completed assessment forms is retained by the respective Dy. Chief Engineer and made
available for QA Audit and Civil Aviation Authority of Bangladesh (CAAB).
[Part 145.A.30 (e) / AMC 145.A.30 (e) 2]

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PART 4, CHAPTER 4.1
Date: 22-08-2022
CONTRACTING OPERATORS
4.1 CONTRACTING OPERATORS
4.1.1 General
Being an Approved Maintenance Organization (AMO), Biman Bangladesh Airlines Ltd. is

capable of providing maintenance support to other local and foreign organizations. To
comply with the engineering and maintenance requirements due to non-availability of
equipment and facility or inability to perform the services by own resources, local and
foreign organizations may seek engineering and maintenance support from Biman. Biman
within its own approved capability will provide this support as per terms and conditions
specified in the bilateral agreement.
4.1.2 Maintenance Support Contracts
For rendering any maintenance services Biman AMO signs agreement with the customer
containing the detail terms and conditions. The Maintenance Contracts could be of any
type or combination of multiples but not limited to:
a) Aircraft Ground Handling & Technical Certification at Dhaka, Chittagong & Sylhet.
b) Technical Services Engineering.
c) Maintenance, Repair and Overhaul of Aircraft for Base and Heavy Maintenance.
d) Maintenance, Repair and Overhaul of Aircraft Components.
e) Any other services as may be required for aircraft maintenance/operation.
Contracted maintenance tasks shall never exceed CAAB Part-145 approved scope of work
and capability (Refer Chapter 1.9 of this exposition for details). Technical elements of each
contract shall be made readily available to the Competent Authority personnel, when
deemed necessary.
4.1.3 Supporting agreement type
The services provided to other organization under following types of agreement signed
between Biman and the organization.
a. Ground Handling Agreement (GHA):

Services like Interior Cleaning of Aircraft, Technical handling, Ground to cockpit
communication with headset, Connection/disconnection of tow bar, Break cooling,
Nitrogen and Oxygen charging, Trestle support, Wheel chocks and safety cones,
Firefighting and other protective equipment, Fumigations services, Tow tractor, Water
Servicing, Toilet Servicing etc. as specified in the agreement. These services are under
Ground Handling Agreement which is provided by Cabin Appearance and Foreign
Aircraft Handling (FAH) Section of Biman AMO.

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PART 4, CHAPTER 4.1
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b. Technical Assistance Agreement (TAA):

Biman AMO provides technical assistance to the local operator/airlines under
Technical Assistance Agreement (TAA). These services are rendered by Maintenance
Support Shop, NDT and Engineering Maintenance section.
c. Technical Handling and aircraft Certification Agreement (THA):

Under Technical Handling Agreement (THA), Biman Engineering provides Transit
certification to Foreign / Local Operators at any Bangladeshi Airport as specified in the
agreement.
d. Additional Service under GHA and THA:

These services are additional engineering work beyond GHA and THA as specified in
Agreement.
4.1.4 Support/Service policy:
a. Biman may agree in a bilateral contract with any organization for providing engineering
services, maintenance support, tooling facility, physical services etc.
b. Engineering Planning Department may explore Birman’s Engineering services and
Maintenance facilities and may offer local and foreign organizations to avail these
facilities as may be required, under agreed terms and conditions.
c. After obtaining required approval form Biman management, Engineering Planning
Department shall make necessary agreement with outside parties those are willing to
purchase support/services from Biman.
d. Technical Handling and Transit Certification Agreement essentially includes those
services (sections) as contained in IATA Standard Ground Handling Agreement AHM
810 (as revised up to date) which are related to the aircraft servicing, performance of
inspection as called for by Approved Maintenance Schedule (Transit /Pre-flight check),
rectification of flight reported or other defects if any observed during Transit/Pre-flight
check of the aircraft by AME or Cockpit Crew.
e. Biman through Planning Services shall ask the Customer to provide necessary training
on Procedural Differences and certification method before starting the work.
4.1.5 Procedure
Whenever a customer contacts with Manager Production Planning to receive any

particular service or Biman AMO contacts with any customer with a view to render any
services, Deputy Chief Engineer Planning, Records & Docs coordinates with Production
division for the capability of that services. Upon receiving confirmation from Production
Planning, Records & Docs along with Material management, Finance & Legal department
finalize the agreement with the customer. After finalization the Agreement/Contract is
signed on obtaining management approval.

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PART 4, CHAPTER 4.1
Date: 22-08-2022
4.1.6 List of Contracting Operators
Deputy Chief Engineer Planning, Records & Docs shall maintain list of contracting
operators, following information for each Operator:
a) Name of the Operator
b) Location and address
c) Type of Equipment under contract
d) Level of work to be performed
e) Period of contract
f) Specification of each contract
Deputy Chief Engineer Planning, Records & Docs or his delegated representative and In-
charge of respective workshop/Support Shop shall also maintain individual files of each
operator for the purpose of records. Records shall be archived for at least three (03) years
after expiry period of the contract.
List of other organization to whom Biman Provides Services/ Supports
Presently Biman is providing/is agreed to provide support/services to the following
organizations:
SL Name of Organization Types of Service(s) Station (s)
01 Regent Airways Ltd. Technical assistance services, DAC
02 Square Air Ltd Technical assistance services DAC
03 Novo Air Ltd Technical assistance services DAC
04 Easy Fly Technical assistance services DAC
Youngone Flight
05 Technical assistance services DAC
Department
06 Bangladesh Air Force Technical assistance services DAC
07 Oman Air Technical handling and Certification DAC, CGP
08 Malaysian Airlines Berhad Technical handling and Certification DAC
09 Bangladesh Flying Academy Technical assistance services DAC
10 Bangladesh Army Aviation Technical assistance services DAC
11 US- Bangla Technical assistance services DAC
12 Sky Capital Technical assistance services DAC
13 Bangladesh Navy Technical assistance services DAC
14 True Aviation Technical assistance services DAC

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PART 4, CHAPTER 4.1
Date: 22-08-2022
Ground Handling Agreement (GHA):

Biman Engineering has been providing technical assistance/Technical Handling Services as
a part of Ground handling agreement to the following foreign operators:
At Dhaka:
SL Name of Organization SL Name of Organization

# #
1 Air Arabia 21 Spice Jet
2 Afriqiyah Airways (Non-Operating) 22 Kuwait Airways
3 Air Asia Berhad (Non-Operating) 23 Lufthansa (Cargo)
4 Air India Charters Ltd (Non-Operating) 24 Malaysian Airlines
5 Air India Ltd 25 Mihin Lanka (Non-Operating)
6 Bahrain Air (Non-Operating) 26 Oman Air
7 Bangkok Airways (Non-Operating) 27 PIAC
8 British Airways (Cargo) 28 Qatar Airways
9 Cathay Pacific Airway (Cargo) 29 Qatar Airways (Cargo)
10 China Cargo 30 RAK Airways (Non-Operating)
11 China Eastern Airlines 31 Saudi Arabian Airlines
12 China Southern Airlines 32 Singapore Airlines
13 Dragon Air 33 Singapore Airlines (Cargo)
14 Druk Air corporation 34 Thai Airways
15 Emirates 35 Tiger Airways Singapore/Scoot Tiger
16 Etihad Airways 36 Turkish Airlines
17 Fly Dubai 37 Turkish Airlines (Cargo)
18 Gulf Air (Non-Operating) 38 Malindo Airways
19 Island Aviation Services Ltd. (Maldivian) 39 Regent Airways
20 JET Airways 40 Aerologic GmbH
41 Indigo Air

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PART 4, CHAPTER 4.1
Date: 22-08-2022
AT CGP:
SL # Name of Organization SL # Name of Organization
01 Air Arabia 04 Oman Air
02 Air Asia Berhad 05 RAK Airways (Non- Operating)
03 Fly Dubai 06 Silk Air
4.1.7 Approval
With the approval, any third party’s work performed by Biman would be treated as
approved by CAAB as long their name is mentioned in this section, or any document
referred in this chapter. However, for the purpose of obtaining any approval from other
Airline(s) or agencies, any requirement established by that organization would be required
to be fulfilled.
[Part 145.A.70 (a)]

Issue: 02
Revision: 00
PART 4, CHAPTER 4.2
Date: 22-08-2022
OPERATOR PROCEDURES AND PAPERWORK
4.2 OPERATOR PROCEDURES AND PAPERWORK
4.2.1 General
Biman AMO shall perform maintenance on the Operator’s aircraft / aircraft components in
accordance with operator’s/customer’s Aircraft Maintenance Program. All such
maintenance tasks shall be performed conforming to maintenance data, available or
provided by the operator, whichever is referred in the contract. All organizational
procedures, defined in this manual must be complied with during accomplishment of
maintenance tasks for the contracted operators.
4.2.1.1 Control of scheduled work
Deputy Chief Engineer Planning, Records & Docs and with his delegated responsibility
Principal Engineer Maintenance Planning shall ensure completeness of Work Package
before input date in case of Aircraft Maintenance. Chief Engineer Production and with his
delegated responsibility Deputy Chief Engineer Base Maintenance or Line Maintenance
shall ensure that during aircraft maintenance input control of work and associated
documentation is exercised by appropriate certifying and support staffs. In case of
Component Maintenance Deputy Chief Engineer Engineering Overhaul and with his
delegated responsibility Principal Engineer Aerospace/ Avionics component overhaul shall
ensure that during component maintenance input control of work and associated
documentation is exercised by appropriate certifying and support staffs.
4.2.1.2 Control of Deferred and Repetitive Defects
As a result of the occasional inability to take appropriate rectification, defects may be

deferred at Main Base and Line Stations. Deferred defects are classified according to their
effect on airworthiness and MEL relationship. Details of the deferred defect program and
associated control systems are contained in the MOE L2.3
4.2.1.3 Spares Management
It is the responsibility of the Material Management Department to procure and supply

spares as and when required for Biman aircraft and customer for customer aircraft.
4.2.2 Activities for customer / Operators
Biman AMO shall maintain and issue release to service for aircraft / aircraft components on
behalf of contracting operators. In such Certificate of Release to Service, Biman AMO shall
clearly define limitations for any maintenance task performed for contracting operator,
airworthiness of aircraft and serviceability of both operational and emergency equipment.
4.2.2.1 Component Maintenance
For Component Maintenance Deputy Chief Engineer Planning, Records & Docs or his
delegated representative shall generate customer Work Order, whenever a request for
maintenance on aircraft component is received from the operator / customer. Such Work
Order shall provide details of maintenance tasks to be performed and reference of
applicable maintenance data to be utilized for such maintenance.

Issue: 02
Revision: 00
PART 4, CHAPTER 4.2
Date: 22-08-2022
4.2.2.2 Line Maintenance
For line maintenance activity with the contracted operators Deputy Chief Engineer
Planning, Records & Docs or his delegated representative informs the Deputy Chief
Engineer Line Maintenance or his delegated representative and provides details of
maintenance tasks to be performed and references of applicable maintenance data to be
utilized for such maintenance.
4.2.2.3 Scheduled Maintenance / Base Maintenance
(i) The maintenance contract shall specify who has responsibility of planning maintenance
checks in accordance with the aircraft maintenance programme. When the operator is
planning the base maintenance checks the support documentation to be given to
Biman E&M must be specified. This will include but is not limited to:
(a) Applicable work package including job cards

(b) Approved Maintenance Data
(c) Scheduled component removal list
(d) Modifications to be implemented
(ii) When Biman AMO is planning the maintenance checks it should be in receipt of all
relevant information from the customer that will allow the performance of its planning
function. It must be formally agreed with the customer if for any reason a maintenance
task is deferred from the maintenance work package.
4.2.2.4 Attending Training
If relevant training on documentation is required by the contracted customer, in case

different procedure are in place then applied at Biman AMO, a training (initial and
continuation/recurrent in every 24 months) has to be provided to Biman AMO by the
customer.
4.2.2.5 Control of AD/SBs
It must be specified in the contract which country's Airworthiness Directives have to be

applied (normally those approved by the country of registration of the aircraft) and who
supplies them. The decision to embody SB's or modifications normally belongs to the
operator. The operator may delegate that decision provided that the conditions of
delegation are clearly established and where applicable who is responsible for the
updating of S.B and modification status of aircraft and components.
4.2.2.6 Control of Defects & Occurrence Reporting

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PART 4, CHAPTER 4.2
Date: 22-08-2022
The contract should specify to which level Biman AMO may rectify a defect without
reference to the customer. Any major repairs must be referred to the customer. As a result
of the occasional inability to take appropriate rectification, defects may be deferred in
accordance with a Deferred Defect Programme. Defects may be deferred at Main Base and
Line Stations. Deferred defects are classified according to their effect on airworthiness and
MEL relationship. Any occurrence during the maintenance of an operator’s aircraft must be
reported to the operator immediately by the fastest means but not later than within 72
hours/or as stipulated in the contract.
4.2.2.7 Quality Review and Audit
The terms of the contract should include a provision to allow the operator to perform
quality surveillance. For Line Maintenance a side letter agreement is acceptable. The fact
that Biman is appropriately approved in accordance with Part- 145 does not preclude the
customer from performing quality surveillance.
4.2.3 Occasional Maintenance
However, in the case of an aircraft needing occasional line maintenance, the contract may
be in the form of individual work orders to the line maintenance organization and the
same would be applicable for an aircraft component maintenance also.
4.2.4 Documentation
(i) For Component Maintenance Deputy Chief Engineer Planning, Records & Docs or his
delegated representative shall generate Outside Party Work Order, whenever a
request for maintenance on aircraft component is received from the operator /
customer. Such Work Order shall provide details of maintenance tasks to be performed
and reference of applicable maintenance data to be utilized for such maintenance.
(ii) Deputy Chief Engineer concerned shall coordinate with Deputy Chief Engineer
Engineering Services or his delegated representative for verification of status regarding
maintenance data. Upon confirmation, operator shall be requested to handover
aircraft / aircraft component for required maintenance.
(iii) For Base Maintenance activities, task completion and release certificates are recorded
on the Organizational recording document such as Task / Work cards, etc. whereas for
Line Maintenance activities, contracted operator may request to use their recording
system such as operator’s Aircraft Maintenance Logbook. For component maintenance
activities, task completion and release certificates are recorded on the Organizational
recording document such as Task / Work cards, etc. Certifying staff, holding
appropriate Certification Authorization, shall issue the aircraft Certificate of Release to
Service (CRS) on Aircraft Maintenance Logbook /appropriate document or Authorized

Issue: 02
Revision: 00
PART 4, CHAPTER 4.2
Date: 22-08-2022
Release Certificate in CAAB Form 1 for aircraft component, in accordance with

operator Work / Repair Order and organizational procedures.
4.2.5 Paper Work
The procedures for customer/ operators paperwork will be specified in the documentation
supplied by the customer or in the specific contract between the customer and Biman
AMO. If customer intends to have paperwork completed and certified in formats specified
in their MOE, then the same has to be provided as an annexure to the contract. All
certifying staff and other relevant personnel shall be informed about the relevant
requirements through circulars or training session. However, Biman AMO will not follow
any procedure in violation of Civil Aviation Rule 1984 and ANO requirements without the
written permission of the CAAB.
[Part 145.A.70 (a) 13]

Revision: 00
PART 4, CHAPTER 4.3
Date: 22-08-2022
OPERATOR RECORD COMPLETION
4.3 OPERATOR RECORD COMPLETION
4.3.1 General
(i) Whenever Biman AMO is undertaking maintenance of its operator’s fleet, Biman AMO
shall complete all maintenance records as specified in MOE Chapter 2.17 and retain
copies of such records, on behalf its operators. Biman AMO is entrusted with the
responsibility to maintain and retain records on behalf of Biman as an AOC operator;
such records shall be kept in accordance with airworthiness requirements. If Biman as
an operator ceases operating aircraft, a copy of such records shall be transferred to the
next operator.
(ii) All specific procedures requested by other operators for record completion will be laid
down in the specific contract or any other referenced documents. However, Biman
AMO will not follow any procedure in violation of Civil Aviation Rule 1984 and ANO
(Airworthiness) Part 145 requirements without the written permission of the CAAB.
4.3.2 Records Completion
(i) Deputy Chief Engineer Planning, Records & Docs or his delegated representative retain
a copy of issued Certificate of Release to Service (CRS), providing original to the
customer/operator with an update of operator’s Logbooks. In-charge of respective
workshop/support shop shall issue Authorised Release Certificate for aircraft
component (CAAB Form 1) and shall transmit to the customer / operator and the
copies shall be retained.
(ii) Documents mentioned in MOE Chapter 2.17 shall be provided to the customer /
operator and shall also include following:
(a) Status of Airworthiness Directives applicable to aircraft / aircraft components,

including accomplishment date
(b) Details of current modifications / repairs with substantiating data to support
compliance with Airworthiness requirements, including:
 Compliance program
 Master drawings list, production drawings, installation instructions, etc.
 Engineering reports (static strength, fatigue, damage tolerance, etc.)
 Ground and flight - test results
 Weight and balance change data
 Maintenance / Repair manual supplements
 Maintenance program changes / instructions for continued
Airworthiness.
 Aircraft flight manual supplement.

Revision: 00
PART 4, CHAPTER 4.3
Date: 22-08-2022
4.3.3 Records Retention
(i) Biman AMO shall keep all data related to:

(a) Aircraft / aircraft component serial Number
(b) Aircraft / aircraft component life (hours, cycles, landings, whichever is
applicable)
(c) Status of all life-limited parts
(ii) All relevant logbook entries shall be recorded and maintained as per approved
procedures followed by Biman AMO. “Summary of Maintenance Records” i.e.
information on times, dates, cycles, that give the overall picture of the state of
maintenance of aircraft and any life-limited aircraft component like aircraft flight
hours, engine and APU cycles records must be kept as per approved procedures
prevalent in Biman AMO.
(iii) Records of the customer aircraft / aircraft components shall be archived separately
from other records. However, procedures as detailed in MOE Chapter 2.14 shall remain
applicable. Copies of all detailed maintenance records and associated maintenance
data (if any) shall be retained by Technical Records section or respective
overhaul/support shop for at least three (03) years from releasing date of particular
aircraft / aircraft component. All such records shall be secured against fire, flood and
theft. Records keeping area shall have restricted /authorized access for security
reasons. Any further additional requirement of preservation and updating of technical
literature specifically required by the operator shall be part of the maintenance
contract.
(iv) Upon cease of maintenance activities, Deputy Chief Engineer planning, Records & docs
or his delegated representative and In-charge respective overhaul/support shop shall
dispatch retained maintenance records to last operator / customer of aircraft / aircraft
component. If the operator/customer is not traceable, CAAB shall be informed, and
their judgment shall be considered as final regarding management of such records.
(v) For records kept in a computer database please Refer MOE Chapter 2.21.
(vi) In case of loss of a record, it shall either be searched at probable locations or retrieved
from backup. If not possible, Quality Manager shall nominate a team for investigation
of the loss. Conclusively, loss statement shall be issued by the Quality Manager. Such
record shall be recovered in consultation with the concerned customer / operator and
record shall be submitted to the Competent Authority for their acceptance.
4.3.4 Communication with the customer/Operator
In order to good communications between the customer/operator and Biman AMO the
terms of the maintenance contract should include the provision for following meetings as
required and this may take the form of a side letter/verbal agreement.

Revision: 00
PART 4, CHAPTER 4.3
Date: 22-08-2022
4.3.5 Contract Review
Before the contract is implemented, it is very important that the technical personnel of
both parties that are involved in the implementation of the contract meet in order that
common understandings of the duties of both parties are agreed.
4.3.6 Work scope Planning Meeting
Work scope planning meetings may be organized so that the tasks to be performed may be
commonly agreed.
4.3.7 Technical Meeting
Scheduled meetings may be organized in order to review on regular basis technical matters
such as AD's, SB's future modifications, major defects found during maintenance check,
reliability, etc.
4.3.8 Quality Meeting
Quality meetings shall be organized in order to examine matters raised by the

customer’s/Operator's quality surveillance and to agree upon necessary corrective actions.
Operator complaints concerning the standard of maintenance, workmanship, supply of
parts and quality of the finished product etc. must be investigated by the Quality
Assurance department. As a result of the investigation, Quality Assurance will advise the
responsible manager of any corrective and preventive action needed to eliminate the
cause of the complaint. When corrective and preventive action is appropriate, Biman AMO
procedures must be reviewed for their effectiveness.
[Part 145.A.55, Part 145.A.70 (a) 13]

Date: 22-08-2022
SAMPLE OF DOCUMENT / FORMS
5.1 SAMPLE OF DOCUMENT / FORMS
5.1.1 Introduction
This part of the exposition contains information regarding Document (Procedure
Manual, List, Register etc.) / Forms (labels, stickers, tags, etc.).
5.1.2 Document/Forms
i. Several Document (Procedure Manual, List, register etc.) / Forms (labels,
stickers, tags, etc.) are used by Biman AMO. Some of these Document / Forms
are mentioned in the different Chapters of the MOE. A list of this sample
Document / Forms is included in this Chapter.
ii. All Forms used by Biman AMO are included in the Respective Procedure
Manual with instructions for filling out the maintenance records and available in
the Document / Forms Control Folder of respective Department and Quality
Assurance Division.
5.1.3 Document/Forms Management

i. Manager/Principal Engineer/Sectional Head shall generate the new Document /
Forms or amendment of existing Document / Forms including filling instructions
according to their requirement. Prior to finalizing any new Document / Forms or
amendment of existing Document / Forms, it is necessary to circulate details to
concern section / departments / divisions to ensure that all considerations are
taken into account. Finalized (new or amended) Document / Forms shall be
allocated with a unique number (refer MOE 5.1.3 ii). Then the finalized
Document / Forms including filling instructions in two sets shall be submitted to
the Quality Manager for approval. After approval one set of Document / Forms
shall be kept in the office of Quality Manager (Quality Manager) and record the
same in the Document Control Folder (Reference: EMM/QA/1004) or Forms
Control Folder (Reference: EMM/QA/1005) held in the Quality Assurance
Division. Another set of Document / Forms shall be kept in the Document /
Forms Control Folder held in the respective Department for arrangements of
printing and informing all concerned for availability of new or amended of
existing Document / forms in the allocated places. It is the responsibility of the
respective department to ensure adequate stocks of Document / Forms used by
staff/official are normally available in hard copy in their respective work areas.
Personnel shall be trained, if required for use of new or amended of existing
Document / Forms through recurrent training. Procedure shall be followed to
dispose of all the obsolete Document / Forms from the stock by the respective
Department who owned the Document / Forms.
ii. All Document / Forms shall be allocated with a unique number (3 letters / 2
letters / 4 digits). First 3 letters (EMM) represent the abbreviations of the name

Date: 22-08-2022
of the Directorate Engineering & Material Management, the next two letters
represent an abbreviation of the Department / Division concerned e.g. QA
(Quality Assurance Division) and the last 4 digits represent a unique serial
number. Serial Numbers are allocated for each Department/Division of Biman
AMO are as follows:
Two letter Code Name of Department/Division Serial Number

Reserved Reserved 0001 to 0999
QA Quality Assurance 1000 to 1999
ES Engineering Services 2000 to 2999
EP Planning, Records & docs 3000 to 3999
LB Engineering Production 4000 to 4999
CM Component Maintenance 5000 to 5999
ST Store & MM 6000 to 6999
iii. Each approved Document / Forms is a controlled document and as such each
Document / Forms is identified by the Document / Forms Number, Revision
Number, and Date of Revision. This information is available in the Document /
Forms Control Folder (both in the Quality Assurance Office and in the
respective Department who own the Document / Forms). It should be revised
each time a Document / Forms is amended. It is the responsibility of the
appropriately authorized user to ensure that only the latest revision of the
Document / Forms is used. Only the Quality Manager is authorized to approve
any amendment of the existing Document / Forms.

Date: 22-08-2022
5.1.4 List of Sample Images of Different Forms/Tags:
SL # Form Name Form number Reference

01. Authorized Release Certificate CAAB Form 1
02. Caution Tag
03. Hold Tag Form 9-17-15
04. Non-Routine Work Card (NRC) EMM/EP/3902
05. DMI sheet
06. Warning Tag ENG016B
07. Unserviceable Tag
08. Serviceable Tag EMM/ST/6052
09. INOP Tag
10. Internal Occurrence Report EMM/QA/1057
11. DMI List
12. Ident Tag
13. Rotables/Consumables discrepancy EMM/LB/4154
report
14. Rotables/Consumables rejection EMM/LB/4155
form
15. Checklist for acceptance of aircraft EMM/LB/4153
parts
16. Application for Engineering Course Form QA-002
17. Yearly Audit Plan QA/AUD/PLAN/008
18. Attendance Sheet for In-house QA-016
Procedure Training
19. Acknowledgement, Read, QA/015
Comprehend and Sign Document
20. Authorization Certificate EMM/QA/1064
21. GE90-115B Engine Fan Stator Module EMM/ES/2023
Removal/ Installation form
22. Missing/broken tool repair form EMM/LB/4052
23. Hangar facility cleaning check list EMM/LB/4051
24. Aircraft Dent and Buckle Chart EMM/ES/2025
25. Damage reporting form EMM/ES/2010
26. Scrap rejection certificate EMM/ST/6080
27. Specimen Signature for Certifying Staff QA-011
28. CA-31 form CA-31
29. Company Capability List EMM/CM/5002
30. Ident Tag (for Shop use) EMM/CM/5123
31. Component History Card EMM/CM/5102
32. Inspection Worksheet EMM/CM/5101
33. ETOPS Monitoring Log EMM/EP/3303
34. Non-Certifying Staff Competency EMM/LB/4151
assessment form
35. Certifying & Support Competency EMM/LB/4149
assessment form
36. Audit Report Form EMM/QA/1306
37. QA Auditor Competency assessment EMM/QA/1403
form

Date: 22-08-2022
38. Competency Assessment Personal Data EMM/LB/4143

39. Equipment/Tools verification statement EMM/LB/4420
40. APPLICATION FOR ISSUANCE/EXTENSION EMM/QA/1061
OF AUTHORIZATION
41. NON COMPLIANCE REPORT Form EMM/QA/1308
42. APPLICATION FOR RENEWAL OF EMM/QA/1204
AUTHORISATION CERTIFICATE
43. APPLICATION FOR REVALIDATION OF EMM/QA/1205
AUTHORISATION CERTIFICATE
44. Audit Checklist Format EMM/QA/1307
45. Competency assessment form for QA EMM/QA/1202
Auditor
46. Competence Assessment Form for EMM/LB/4152
Specialized Staff
47. Competence Assessment Form for EMM/LB/4150
Supervisors
48. Approved Vendor List EMM/QA/1007
49. RETURNED NOT USED ITEM FORM EMM/ST/6105
50. Certifying Staff List EMM/QA/1006
51. Authorisation Form-Other than EMM/QA/1203
certifying staff (Part-145_Part-M)
52. Suppliers Evaluation Questionnaires EMM/QA/1401

Date: 22-08-2022
1. CAAB Form 1
Fig- CAAB Form 1

Date: 22-08-2022
2. Caution Tag
Figure 5.1.5.3: Caution tag

Date: 22-08-2022
3. Hold Tag
Figure 5.1.5.4: Hold tag

Date: 22-08-2022
4. Non-Routine Work Card (NRC)
Figure 5.1.5.5: Non-Routine Work Card (NRC)

Date: 22-08-2022
5. DMI Sheet
Figure 5.1.5.6: DMI Sheet

6. Warning Tag
Figure 5.1.5.7: Warning tag

Date: 22-08-2022
7. Unserviceable Tag
Figure 5.1.5.8: Unserviceable tag

Date: 22-08-2022
8. Serviceable Tag
Figure 5.1.5.9: Serviceable tag

9. Inoperative Tag
Figure 5.1.5.10: Inoperative Sticker

Date: 22-08-2022
10. Internal Occurrence Report form
Figure 5.1.5.11: Internal Occurrence Report form

Date: 22-08-2022
11. DMI List
Figure 5.1.5.12: Deferred Maintenance Item List

Date: 22-08-2022
12. IDENT TAG
Figure 5.1.5.13: IDENT TAG

Date: 22-08-2022
13. Rotables/consumables Discrepancy Report Form

Date: 22-08-2022
14. Rotables/consumables Rejection Form

Date: 22-08-2022
15. Checklist for acceptance of aircraft parts

Date: 22-08-2022
16. Application for Engineering Course
Figure 5.1.5.16: Application for Engineering Course

Date: 22-08-2022
17. Yearly Audit Plan

Date: 22-08-2022
18. Attendance Sheet for In-house Procedure Training

Date: 22-08-2022
19. Acknowledgement, Read, Comprehend and Sign Document

Date: 22-08-2022
20. Authorization Certificate

Date: 22-08-2022
21. GE90-115B Engine Fan Stator Module Removal/Installation Form

Date: 22-08-2022
22. Missing/broken tool repair form

Date: 22-08-2022
23. Hangar facility cleaning checklist

Date: 22-08-2022
24. Aircraft Dent and Buckle chart

Date: 22-08-2022
25. Damage reporting form

Date: 22-08-2022
26. Scrap rejection certificate

Date: 22-08-2022
27. Specimen Signature for Certifying Staff

Date: 22-08-2022
28. CA-31 form

Date: 22-08-2022
29. Company Capability List

Date: 22-08-2022
30. Ident Tag (for Shop use)

Date: 22-08-2022
31. Component History Card
Page-1

Date: 22-08-2022
Page-2

Date: 22-08-2022
32. Inspection Worksheet
Page-1

Date: 22-08-2022
Page-2

Date: 22-08-2022
Page-3

Date: 22-08-2022
33. ETOPS Monitoring Log

Date: 22-08-2022
34. Non-Certifying Staff Competency assessment form

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022
35. Certifying & Support Staff Competency assessment form

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022
36. Audit Report Form EMM/QA/1306

Date: 22-08-2022
37. QA Auditor Competency assessment form

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022
38. Competency Assessment Personal Data

Date: 22-08-2022

Date: 22-08-2022
39. Equipment/Tools verification statement

Date: 22-08-2022
40. APPLICATION FORM FOR ISSUANCE/EXTENSION OF AUTHORIZATION

Date: 22-08-2022

Date: 22-08-2022
41. NON COMPLIANCE REPORT Form

Date: 22-08-2022

Date: 22-08-2022
42. APPLICATION FOR RENEWAL OF AUTHORISATION CERTIFICATE

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022
43. APPLICATION FOR REVALIDATION OF AUTHORISATION CERTIFICATE

Date: 22-08-2022

Date: 22-08-2022
44. Audit Checklist Format

Date: 22-08-2022
45. Competency assessment form for QA Auditor

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022
46. Competence Assessment Form for Specialized Staff

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022
47. Competence Assessment Form for Supervisors

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022

Date: 22-08-2022
48. Approved vendor/supplier List

Date: 22-08-2022
49. RETURNED NOT USED ITEM FORM

Date: 22-08-2022
50. Certifying Staff List

Date: 22-08-2022
51. Authorisation Form-Other than certifying staff (Part-145_Part-M)

Date: 22-08-2022
52. Suppliers Evaluation Questionnaires

Date: 22-08-2022

Date: 22-08-2022

Revision: 00
PART 5, CHAPTER 5.2
Date: 22-08-2022
LIST OF SUBCONTRACTORS
5.2 LIST OF SUBCONTRACTORS
5.2.1 List of subcontracted Line Maintenance: Nil
QUALITY
MAINTENANCE AIRCRAFT ASSURANCE
SL STATIONS
ORGANISATION TYPES APPROVAL
REFERENCE
Nil Nil Nil Nil
5.2.2 List of contracted AMOs/MROs for Component Overhaul/Repair under Sub-

Contract as per AMC 145.A.75.
Refer to MOE 5.4.4
Note: In case of repair/overhaul from OEM of any component, no contract is

required.
[PART 145.A.75 (b)]

Revision: 00
PART 5, CHAPTER 5.3
Date: 22-08-2022
LIST OF LINE MAINTENANCE LOCATIONS
5.3 LIST OF LINE MAINTENANCE LOCATIONS
5.3.1 Line Maintenance

(i) 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. Line
Maintenance may include:
(a) Trouble shooting.

(b) Defect rectification.
(c) Component replacement with use of external test equipment if
required. Component replacement may include components such as
engines and propellers.
(d) Scheduled maintenance and/or checks including visual inspections
that will detect obvious unsatisfactory conditions/discrepancies but do
not require extensive in depth inspection.
(e) Visual inspections of internal structure, systems and power plant items
which are visible through quick opening access panels/doors.
(f) Minor repairs and modifications which do not require extensive
disassembly and can be accomplished by simple means.
(ii) However for temporary or occasional cases (i.e AD's, SB's) the Quality Manager
may accept Base Maintenance tasks to be performed by a Line Maintenance
Stations approved under Part 145 provided all requirements are fulfilled as
defined by the Chairman, CAAB.
(iii) Aircraft maintained in accordance with "progressive" type programmes should

be individually assessed in relation to this Para. In principle, the decision to
allow some "progressive" checks to be carried out should be determined by the
assessment that all tasks within the particular check can be carried out safely to
the required standards at the designated Line Maintenance Station.
(iv) Where Biman AMO uses facilities such as satellite facilities, sub-contractors,
line stations etc, such facilities may be included in the approval without being
identified on the approval certificate of Part 145 subject to this Maintenance
Organisation Exposition (MOE) identifying the facilities and containing
procedures to control such facilities and the Chairman, CAAB being satisfied
that they form an integral part of Biman AMO as an Approved Maintenance
Organisation.

Revision: 00
PART 5, CHAPTER 5.3
Date: 22-08-2022
5.3.2 Line Maintenance Location

Line Maintenance Location are the location other than the main Base Station (The
station where the type of aircraft is based and which is equipped with additional
maintenance facilities more than the Line station to undertake its minor and major
Maintenance, Overhaul and modification) through which Biman aircraft operate and
which normally is equipped to undertake transit Checks and activities of Line
Maintenance as stated above.
5.3.3 List of Line Maintenance Location
(i) Refer to Part 1 chapter 1.8 &1.9 for list of line stations operated by Biman.
(ii) Dhaka, Chittagong and Sylhet Station’s Maintenance Facility is approved under
CAAB Part 145 to perform the Line Maintenance Activities. All these Biman
AMO Line Maintenance Locations shall be supported to the level required by
the operation. This will depend on:
(a) The aircraft type
(b) The frequency of services
(c) The level of work to be carried out
(iii) Line Maintenance Locations are categorized as:
(a) Biman AMO Staffed Line Maintenance Locations.
(b) Subcontracted Line Maintenance Locations.
(c) Contracted Line Maintenance Locations.
5.3.4 Biman AMO Staffed Line Maintenance Locations
(i) All Biman AMO Staffed Line Maintenance Locations shall have, as a minimum,
office accommodation, access to stores, tooling, and equipment necessary to
support the level of work carried out and copies of the relevant manuals and
procedures. Where the operation demands, these facilities may be
supplemented by support from Biman AMO Dhaka Maintenance Base.
(ii) The working environment for Line Maintenance Location is such that the
particular maintenance or inspection task can be carried out without undue
distraction. Therefore, where the working environment deteriorates to an
unacceptable level in respect of temperature, moisture, hail, ice, snow, wind,
light, dust/other airborne contamination, the particular maintenance or
inspection tasks must be suspended until satisfactory conditions are re-
established.
(iii) For line maintenance of aircraft, hangars are not essential, but it is
recommended that necessary accommodation/shelter shall be made available
for usage during inclement weather for minor scheduled work and lengthy
defect rectification; otherwise the particular maintenance or inspection tasks
must be suspended until satisfactory conditions are re-established.

Revision: 00
PART 5, CHAPTER 5.3
Date: 22-08-2022
(iv) List of Biman AMO Staffed Line Maintenance Locations
LINE
SL CONTACT MANUFACTURER AND AIRCRAFT
MAINT. ADDRESS
No. NUMBER (ENGINE) TYPE
LOCATION
Dhaka Biman AMO +8802890 Bombardier DHC-8-400 (PW150),
Hazrat Shahjalal 1536 Boeing 737-6/7/8/900 (CFM56),
01.
Int’l Airport, Dhaka. Boeing 787-8/9 (GEnx) and Boeing
Bangladesh. 777-300ER (GE90).
Chittagong Biman AMO +8803125
Bombardier DHC-8-400 (PW150),
Hazrat Shah Amanat 00969
Boeing 737-6/7/8/900 (CFM56),
02. International Airport,
Boeing 787-8/9 (GEnx) and Boeing
Chittagong.
777-300ER (GE90).
Bangladesh.
Sylhet Biman AMO +8808217 Bombardier DHC-8-400 (PW150),
Osmani International 23502 Boeing 737-6/7/8/900 (CFM56),
03.
Airport, Sylhet. Boeing 787-8/9 (GEnx) and Boeing
777-300ER (GE90).
5.3.5 Subcontracted Line Maintenance Locations

Refer to MOE 2.1 & 5.2 for the List of Subcontracted Line Maintenance Locations
and their controlling Procedure. But at present there is no sub-contracted Line
Maintenance.
5.3.6 Contracted Line Maintenance Locations
Refer to MOE 5.4 for the List of Contracted Line Maintenance Locations and their
controlling Procedure. But at present there is no agreement for contracted Line
Maintenance with any organization.
5.3.7 Control of List of Line Maintenance Location
List of Line Maintenance Locations, where Line Maintenance activities as
mentioned above is being performed on Biman aircraft and as well as customer
aircraft, shall be controlled by the Deputy Chief Engineer Planning, Records & Docs
and Deputy Chief Engineer (Line Maintenance). Such list shall provide information
for level of maintenance with limitations on different aircraft types.
List of Line Maintenance Locations shall be reviewed on operational requirements
within intended scope of work under Part-145 Approval. An amendment in the list
shall be submitted, through the Deputy Chief Engineer Planning, Records & Docs to
the Quality Manager for obtaining approval. List of line stations shall contain
following details:
a) Addresses and locations of line station
b) Contact numbers of organization / personnel at line station
c) Type of aircraft, level of maintenance with limitations (if any).
[Part 145.A.55 - Part 145.A.70 (a) 13]

Revision: 00
PART 5, CHAPTER 5.4
Date: 22-08-2022
LIST OF CONTRACTED ORGANISATIONS
5.4 LIST OF CONTRACTED ORGANISATIONS
5.4.1 General
Contracted organization shall be a Part-145 Approved / Accepted Maintenance
Organization performing maintenance on aircraft / aircraft components under Part-
145 Approval, whenever requested by Biman AMO (Refer Chapter 2.1 of this
exposition).
5.4.2 List of contracted AMOs / MROs for component overhaul/repair

A List of Approved Contracted Maintenance Organization including scope of
Approval in Approved Vendor List (AVL) is kept by the Quality Manager Document
no: EMM/QA/1007.
GM/DGM, S&MM and Store Inspector is also responsible to preserve a copy of the
Note: In case of repair/overhaul from OEM of any component, no contract is

required.
5.4.3 List of Suppliers

A List of Approved Supplier including scope of Approval in Approved Vendor List
(AVL) is kept by the Quality Manager Document no: EMM/QA/1007.
GM/DGM, S&MM and Store Inspector is also responsible to preserve a copy of the
[Part 145.A.70 (a) 16]

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CAAB ANO (AW) Part 145

Issue: 02, Issue Date: 22-08-2022

Issued by Biman AMO All rights reserved by Page: CP-1

CAAB ANO (AW) Part 145

Issue: 02, Issue Date: 22-08-2022

Biman Approved Maintenance Organization

Issued by Biman AMO All rights reserved by Page: TP-1

30.31.0000.113 .41.003 .22-228 Dated: 30-05-2023

Chief Engineer, Quality Assurance

T`,7i}ur p`_ef` ?to.34.0000.032.50.002.23.268, Dated: 15 May 2023

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Mailing Address : CAAB Headquarters, Kurmitola, Dhaka-1229, Bangladesh, AFTN : VGHQYAYX,

0.1 LIST OF CONTENTS

Chapter 0.1 : List of Contents

Chapter 1.1 : Corporate Commitment by the Accountable Manager

PART - 2 : MAINTENANCE PROCEDURES

Chapter 2.1 : Supplier Evaluation and Subcontract Control Procedure

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Chapter 2.17 : Records for the Operator

PART - L2 : ADDITIONAL LINE MAINTENANCE PROCEDURES

Chapter L2.1 : Line Maintenance Control of Aircraft Components, Tools, Equipment,

PART - 3 : QUALITY SYSTEM PROCEDURES

Chapter 3.1 : Quality audit of organization procedures

PART - 4 : CONTRACTING OPERATORS

Chapter 4.1 : Contracting Operators

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Chapter 5.1 : Sample of Documents/ Forms

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0.3 AMENDMENT RECORD, TRANSMITTAL FOR AMENDMENT/APPROVAL

0.3.1 Amendment Records

REVISION # DATE OF REVISION DATE EMBODIED SIGNATURE

Rev-1. Iss-1 17 August 2017 17 August 2017

Rev-2. Iss-1 28 March 2018 28 March 2018

Rev-3. Iss-1 10 October 2018 10 October 2018

Rev-4. Iss-1 14 August 2019 14 August 2019

Rev-5. Iss-1 10 December 2019 10 December 2019

Rev-6. Iss-1 30 June 2021 30 June 2021

Rev-01. Iss-2 15 December 2022 15 December 2022

Rev-02. Iss-2 30 May 2023 30 May 2023

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0.3.2 Letter of Transmittal for Exposition Amendment / Approval

Subject: Maintenance Organization Exposition (MOE), Issue No.- , Revision no. ,

Remove & Destroy Insert

Chapter & Page No Date Chapter & Page No Date

Signature with seal & date

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0.4. DISTRIBUTION LIST

Director, Airworthiness and Engineering, CAAB Hard Copy 02

(2) A MOE revision acknowledgement is signed by Hard Copy Holders except

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Maintenance Organization Exposition (MOE) of Biman Bangladesh Airlines Ltd. has

The contents of documentation used directly in the conduction or support of aircraft

Date: 26 April 2023

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0.6 AMENDMENTS AND REVISION HIGHLIGHTS

New MOE Prepared to approve the

Issued by Biman Engineering & Material Management Page: 0.6-1

Revision Revision Page(s) & Paragraph(s)

3.3.4(c); 3.4.2(b); Assessment of Personnel; Audit; ETOPS

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0.7 ACCESS TO FACILITIES

Biman Aircraft Maintenance Organization (AMO) gives access to maintenance