10.7 Applicable National and International Requirements
10.7 Applicable National and International Requirements
10.7 Applicable National and International Requirements
Licence Category
A, B1, B2 and B3
Aviation Legislation
10.7 Applicable National and
International Requirements
LEVEL 1
A familiarisation with the principal elements of the subject.
Objectives:
The applicant should be familiar with the basic elements of the subject.
The applicant should be able to give a simple description of the whole subject, using common words and
examples.
The applicant should be able to use typical terms.
LEVEL 2
A general knowledge of the theoretical and practical aspects of the subject.
An ability to apply that knowledge.
Objectives:
The applicant should be able to understand the theoretical fundamentals of the subject.
The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
The applicant should be able to apply his knowledge in a practical manner using detailed procedures.
LEVEL 3
A detailed knowledge of the theoretical and practical aspects of the subject.
A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
The applicant should know the theory of the subject and interrelationships with other subjects.
The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
The applicant should understand and be able to use mathematical formulae related to the subject.
The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.
Module 10.7 Applicable National and International Requirements (if not superseded by EU
requirements) _______________________________________________________________ 9
(a) ________________________________________________________________________ 9
Classification of aircraft as ―EASA Aircraft‖ and ―Non-EASA Aircraft‖ ______________ 9
UK CAA Information ______________________________________________________ 10
Mandatory Requirements for Airworthiness (CAP 747) ___________________________ 10
Civil Aircraft Airworthiness Information and Procedures (CAAIP) ___________________ 14
Approved Maintenance Programs, Checks and Inspections _____________________ 21
Maintenance Schedule Contents ____________________________________________ 21
Light Aircraft Maintenance _________________________________________________ 23
Pilot Maintenance _______________________________________________________ 23
Scheduled Maintenance __________________________________________________ 24
UK CAA Light Aircraft Maintenance Programme (LAMP) _________________________ 26
Annual Checks __________________________________________________________ 26
Inspections _____________________________________________________________ 27
Pre-Flight Inspections ____________________________________________________ 27
Safety Critical Maintenance Tasks ___________________________________________ 29
Airworthiness Directives (ADs) _____________________________________________ 31
Airworthiness Directives for UK Registered Aircraft ______________________________ 31
Non-Emergency ADs _____________________________________________________ 31
Emergency ADs _________________________________________________________ 31
Responsibilities of Owners/Operators and Individuals/Organisations Carrying Out
Maintenance and Overhaul ________________________________________________ 31
Repetitive Inspection _____________________________________________________ 32
Airworthiness Directive Alternative Means of Compliance (AMOC) __________________ 33
EASA‟s View on Airworthiness Directives _____________________________________ 33
Service Bulletins, Manufacturers Service Information ___________________________ 35
Modifications and Repairs _________________________________________________ 37
Maintenance Documentation _______________________________________________ 39
General _______________________________________________________________ 39
ATA 100 / iSpec 2200 Chapter System _______________________________________ 39
Maintenance Manuals ____________________________________________________ 44
Illustrated Parts Catalogue _________________________________________________ 44
Component Maintenance Manual ___________________________________________ 45
Structural Repair Manual __________________________________________________ 47
Wiring Diagram Manual ___________________________________________________ 48
Revision and Amendments to Manuals _______________________________________ 48
Boeing On-Line Data _____________________________________________________ 50
Microfilm ______________________________________________________________ 52
Microfiche _____________________________________________________________ 53
Computer CD-ROM ______________________________________________________ 53
Supplementary Information ________________________________________________ 53
Module 10.7 Applicable National and International Requirements
(if not superseded by EU requirements)
7-5
ST Aerospace Ltd
© Copyright 2014 For Training Purposes Only
(b) _______________________________________________________________________ 55
Continuing Airworthiness __________________________________________________ 55
UK CAA Continuing Airworthiness Oversight of „State Aircraft‟ _____________________ 55
Test Flights _____________________________________________________________ 57
Full Flight Tests _________________________________________________________ 57
Maintenance Check Flights ________________________________________________ 57
Check Flights for Continuing Airworthiness Management _________________________ 58
Extended Range Twin Operations (ETOPS) ___________________________________ 61
Definition ______________________________________________________________ 61
Requirements __________________________________________________________ 61
ETOPS Maintenance Requirements _________________________________________ 62
ETOPS Maintenance Programme ___________________________________________ 63
ETOPS Manual _________________________________________________________ 63
Oil Consumption Programme _______________________________________________ 63
Engine Condition Monitoring _______________________________________________ 64
Rectification of Aircraft Defects _____________________________________________ 64
Reliability Programme ____________________________________________________ 64
Propulsion System Monitoring ______________________________________________ 65
Maintenance Training ____________________________________________________ 65
ETOPS Parts Control _____________________________________________________ 65
All Weather Operations ____________________________________________________ 67
Introduction ____________________________________________________________ 67
ILS Categories __________________________________________________________ 68
Special CAT II and CAT III Operations _______________________________________ 69
Category II Operations and Minimum Equipment Requirements ____________________ 70
Category III Operations and Minimum Equipment Requirements ___________________ 71
Worksheet 10.7 __________________________________________________________ 73
BCAR Section A
UK Air Navigation Order (ANO)
British Civil Airworthiness Requirements (BCAR) Section A UK specific
(a)
Classification of aircraft as ―EASA Aircraft‖ and ―Non-EASA
Aircraft‖
Regulation (EC) No.216/2008 has transferred to the European Aviation Safety Agency (EASA)
the responsibility for the regulation of the airworthiness of the majority of the civil aircraft
registered in the Member States of the European Union. However, the regulation also stipulates
that certain classes of aircraft remain subject to national regulations. Therefore, a significant
effect of this European legislation is to divide aircraft registered within the EASA member states
into two categories. These notes follow this classification for the identification of mandatory
requirements.
Aircraft that are engaged in military, customs, police or similar services are considered to be
“State Aircraft” and as such are not subject to EASA Regulations. However, in the UK, those
State Aircraft which are of a type issued with an EASA type certificate are treated as EASA
aircraft.
UK CAA Information
In the UK, the UK Civil Aviation Authority provide information to maintenance organisation and
personnel regarding their regulation of EASA and non EASA aircraft via two publications
Anyone studying for a Part-66 examination are strongly encouraged to study these documents
and become familiar with their contents. This applies to all Modules, and especially Module 10.
This document is published in support of the UK CAA‟s discretionary powers contained in the
Air Navigation Order and includes requirements based on certain International Standards and
Recommended Practices (SARPs) contained in Annexes to the Chicago Convention.
It is the policy of the UK CAA to have reference to this document when exercising the
discretionary powers referred to above and, in particular, it will exercise those powers to ensure
the effective implementation of any such requirements based on SARPs.
Classification of Products
Under European legislation, each aircraft type is categorised as either:
UK specific
For both EASA and non-EASA aircraft, CAA and EASA requirements, and requirements notified
by the State of Design of the aircraft, (and its engines, propellers and equipment as applicable)
may be mandatory. Section 1, Part 3 of this CAP 747 identifies the sources of these mandatory
requirements.
Contents
UK specific
UK specific
Generic Concessions
From time to time UK operators find it necessary to apply to the UK CAA for concessions to
cover the non-compliance of certain foreign built aircraft with the applicable requirements
notified in Section 2 of CAP 747. The requirements notified in Section 2 are the measures that
the UK CAA has applied in the UK in addition to the standards applied by EASA. These
measures have been notified to the European Commission in accordance with Article 14.1 of
Regulation 216/2008. Following a review the Commission will decide whether to apply the
notified measures throughout the European Union (EU), or to require that the measures are
revoked.
UK specific
Module 10.7 Applicable National and International Requirements
(if not superseded by EU requirements)
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ST Aerospace Ltd
© Copyright 2014 For Training Purposes Only
Civil Aircraft Airworthiness Information and Procedures (CAAIP)
Civil Aircraft Airworthiness Information and Procedures (CAAIP), referred to as the “Leaflets” are
published by the Civil Aviation Authority (CAA). The Leaflets give information on a variety of
matters concerned with civil aircraft during manufacture, overhaul, repair, maintenance,
operation and procedures. Leaflets may assist and increase the knowledge of the reader on
subjects for which there is a shortage of information from other sources.
The information is essentially of a general nature which does not include detail on specific types
of aircraft and engines, specialised equipment and component parts fitted to civil aircraft.
Manuals, published by the appropriate manufacturers, should be consulted for detailed
information.
The interpretation of the Leaflets and the application of the information is greatly dependent on
the background knowledge of the reader. In preparing the Leaflets it is assumed that the reader
is familiar with the general engineering practices and working procedures of the civil aircraft
industry. Nevertheless, a certain amount of background information is provided where this is
considered necessary for the understanding of the text.
The Leaflets are presented as numbered Leaflets contained in two Books and 26 separate
chapters.
UK specific
Chapter 8 Weighing
Leaflet 8-10 Weight and Balance of Aircraft
Chapter 12 Servicing – Routine Maintenance
Leaflet 12-10 Cleanliness of Aircraft
Chapter 28 Fuel
Leaflet 28-10 Microbiological Contamination of Fuel Tanks of Turbine Engined Aircraft
Leaflet 28-20 The Use of Motor Gasoline (Mogas) and Unleaded Aviation Gasoline
(Avgas) UL 91
Chapter 33 Lights
Leaflet 33-10 Emergency Floor Path Lighting System
Leaflet 33-20 Installation of High Intensity Strobe Lights (HISL) on Helicopters
Chapter 34 Navigation
Leaflet 34-10 Compass Base Surveying
Leaflet 34-20 Compasses
Leaflet 34-30 Radio Altimeters and AVADs for Helicopters
Leaflet 34-40 Certification and Installation of ACAS 1 Equipment and Other Similar Non-
Mandatory Aircraft Collision Avoidance Systems
Chapter 56 Windows
Leaflet 56-10 Glass Windscreen Assemblies
Chapter 61 Propellers/Propulsors
Leaflet 61-10 Propellers Approved for use on Civil Aircraft Manufactured in the United
Kingdom
Chapter 70 Engines
Leaflet 70-10 Storage Procedures – General Guidance
Leaflet 70-20 The Process for Acceptance of Used Engines, Engine Modules, Auxiliary
Power Units (APUs) and Propellers for Use on NON-EASA Aircraft Requiring a UK
Certificate of Airworthiness
Leaflet 70-30 Acceptance of Ex-UK Government Gipsy Major 8 Engines and Fixed Pitch
Fairey Reed Metal Propellers
Leaflet 70-40 Acceptance of Ex-UK Government Lycoming IO 360-A1B6 Engines and
Variable Pitch Propellers
Leaflet 70-50 Piston Engine Overhaul – Dynamometer Testing of Overhauled Engines
Leaflet 70-60 Piston Engine Overhaul – Fan Testing of Overhauled Engines
Leaflet 70-70 Piston Engine Overhaul – Correcting Engine Test Results
Leaflet 70-80 Guidance Material for Ageing Engine Continuing Airworthiness
Leaflet 70-90 Guidance Material for Component Hourly Usage Agreements (HUAs) in
the Continuing Airworthiness Management (CAT) Environment
Note: Different manufacturers may use different designators for checks and inspections.
General
Reference number, issue number and date;
Registered name(s) and address(es) of the Owner(s)/Operator(s);
Type and model(s) of aircraft, engines, auxiliary power-units, and, where applicable,
propellers
Areas of operation of the aircraft,
Class of work in relation to the areas of operation;
Registration Marks of aircraft maintained in accordance with the schedule;
Details of any arrangements involving the co-operation of more than one Operator, or
which involve the combination of information from other aircraft fleets for the purpose of
providing additional statistical and sampling material:
Cross reference, where applicable, to the source of the task (e.g. Maintenance
Review Board Report (MRB) and Maintenance Planning Document (MPD));
Periods at which the item shall be inspected, together with the type and degree of
inspection;
Periods at which the item shall, as appropriate, be checked, cleaned, lubricated,
adjusted and tested;
Module 10.7 Applicable National and International Requirements
(if not superseded by EU requirements)
7-21
ST Aerospace Ltd
© Copyright 2014 For Training Purposes Only
Periods at which the item shall be overhauled or replaced by a new or overhauled
item, expressed in terms of:
The Mandatory Life Limitations, to which certain parts of aircraft, engines, propellers,
auxiliary power units and systems, the failure of which could have a hazardous effect on
the aircraft, are subject. For foreign products these limitations, unless otherwise agreed
by the UK CAA, shall be identical to those specified in the Mandatory Life Limitations
section of the Manufacturer‟s Recommended Maintenance Programme The limitations
may be itemised in the schedule, or included by reference to the appropriate
airworthiness data;
Such other processes as are agreed by the aviation authority, e.g. condition monitoring.
Reference to the source of the content of the schedule e.g. MRB, MPD, and Aircraft
Maintenance Manual (AMM).
Check cycle criteria - The criteria for „packaging‟ checks shall be described (e.g. A Check –
400 FH, B Check – 800 FH etc.).
Since the 50-hour Check requires visual inspection of various components in order to assess
their serviceability, it is important that due consideration should be given to the practical aspects
of this task before it is undertaken. It is strongly recommended that guidance be sought from the
licensed aircraft maintenance engineer or the Approved Organisation who normally carry out
the maintenance work on the particular aeroplane.
These work packages are normally referred to as Checks, and are repeated at the intervals
stated for a total of three years, when the C of A will then become due for renewal and the cycle
recommences.
In order to help all those concerned with the maintenance of these aeroplanes, Aircraft, Engine
and Propeller Log Books make provision for a running record to be kept of checks completed,
together with date and hours flown at the time they were completed. From this information it is a
simple task to deduce the hours flown and/or date when the next check will become due.
The Light Aircraft Maintenance Programmes (LAMP) have been approved by the UK CAA for
maintenance of piston engined aeroplanes and helicopters respectively, and not exceeding
2730 kg MTOM, and not used for commercial air transport.
The LAMP is based on the philosophy that the certifying person is responsible for the depth of
the inspection undertaken, dependent upon the variables existing at the time of such inspection
(e.g. use of aircraft, age, previous maintenance, operating environment etc.) and taking into
account the equipment and modification standard. In addition to compliance with the LAMP,
certifying persons are expected to exercise their skill and judgement in observing any other
matters, which could affect the airworthiness of the aircraft. This does not alleviate the need for
compliance with mandatory requirements.
Annual Checks
Annual Checks may be anticipated by a maximum of 62-days, without loss of the continuity of
maintenance pattern, e.g. if the total anticipation of 62-days is involved, the next Annual Check
will become due in 14-months. This flexibility provides for the Annual Check to be completed at
the same time as the nearest 150-hour check becomes due (100-hour in the case of LAMS
Helicopter).
UK specific
With regard to the pre-flight inspection it is intended to mean all of the actions necessary to
ensure that the aircraft is fit to make the intended flight. These should typically include but are
not necessarily limited to:
A walk-around inspection of the aircraft and its emergency equipment for condition
including, in particular, any obvious signs of wear, damage or leakage. In addition, the
presence of all required equipment including emergency equipment should be
established.
An inspection of the aircraft continuing airworthiness record system or the operators
technical log as applicable to ensure that the intended flight is not adversely affected by
any outstanding deferred defects and that no required maintenance action shown in the
maintenance statement is overdue or will become due during the flight.
A control that consumable fluids, gases etc. uplifted prior to flight are of the correct
specification, free from contamination, and correctly recorded.
A control that all doors are securely fastened.
A control that control surface and landing gear locks, pitot/static covers, restraint devices
and engine/aperture blanks have been removed.
A control that all the aircraft‟s external surfaces and engines are free from ice, snow,
sand, dust etc.
Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the
pre-flight inspection. The related pre-flight inspection instructions should address the
procedures to determine where the necessary uplift or inflation results from an abnormal
consumption and possibly requires additional maintenance action by the approved maintenance
organisation or certifying staff as appropriate.
In the case of commercial air transport, an operator should publish guidance to maintenance
and flight personnel and any other personnel performing pre-flight inspection tasks, as
appropriate, defining responsibilities for these actions and, where tasks are contracted to other
organisations, how their accomplishment is subject to the quality system of Part-M M.A.712. It
should be demonstrated to the competent authority that pre-flight inspection personnel have
received appropriate training for the relevant pre-flight inspection tasks. The training standard
for personnel performing the pre-flight inspection should be described in the operator‟s
continuing airworthiness management exposition.
Operators and maintenance organisations should consider the following paragraphs when
planning, and accomplishing scheduled and non-scheduled maintenance tasks on multi-system
aircraft.
Maintenance personnel's initial and continuation training should highlight the critical nature of
conducting maintenance tasks on essential or primary systems. The instruction given should
provide personnel with the necessary information to identify and satisfactorily accomplish such
tasks. Training programmes should focus on safety critical tasks and the possible
consequences of failure to follow the associated maintenance procedures. The development of
these training programmes should use feedback from maintenance experience, to enhance the
programme and maintenance procedures.
UK specific
Non-Emergency ADs
EASA is responsible for distributing EASA ADs for aircraft subject to European regulations, to
ICAO Contracting States.
The UK CAA is responsible for notifying other ICAO Contracting States of UK CAA ADs for UK
Products not subject to European regulations.
UK CAA ADs are published in CAP 747; other ADs may be obtained from EASA or the
originating NAA as applicable.
Emergency ADs
Where urgency dictates that a short timescale is required to address an unsafe condition, the
UK CAA, EASA or NAA will issue an Emergency Airworthiness Directive (EAD).
EADs are available for download from the UK CAA website for a period of two months from the
date of publication and will then be removed. EADs issued by the UK CAA will have been
incorporated into CAP 747 before they are removed.
UK specific
The UK CAA, in exercise of its powers under Article 31(1) (c) of the
Air Navigation Order 2009 as amended, hereby authorises a pilot as a person competent to
issue a Certificate of Release to Service in respect of a mandatory inspection required by an
Airworthiness Directive where the inspection recurs at periods not exceeding 24 hours elapsed
time, subject to the following conditions:
The pilot must hold a Group or Type rated licence applicable to the type quoted in the
inspection.
The pilot must have sufficient technical knowledge and have received specific training to
provide that person with the competence to accomplish the inspection which may also
require the use of simple visual inspection aids.
The specific training must be provided by an appropriately licenced aircraft maintenance
engineer or organisation approved by the UK CAA for that purpose.
When certifying such an inspection the certifying signature will be that of the pilot followed by
his licence number.
In accordance with 145.A.30(j)(3): for compliance with a repetitive pre-flight mandatory action,
where the Airworthiness Directive states specifically that the flight crew may carry out the
action, a Part-145 organisation may issue a limited certification authorisation to the aircraft
commander and/or the flight engineer on the basis of the flight crew licence held.
When certifying such an inspection the certifying signature will be that of the person authorised
by the Part-145 organisation and the relevant authorisation reference shall be recorded.
UK specific
EASA Aircraft
Any application to satisfy an Airworthiness Directive by means of an „alternative means of
compliance‟ will be assessed by EASA on a case by case basis and will normally need to be
supported by the organisation responsible for the type design. The applicant must demonstrate,
to the satisfaction of the Agency, an equivalent level of safety. A request for an AMOC should
be made using an EASA Form 42.
EASA allows automatic acceptance of certain AMOCs issued by the airworthiness authorities of
Canada, Brazil and the United States of America, where that country is the State of Design for
the product, part or appliance.
Non-EASA Aircraft
Any application to satisfy an Airworthiness Directive by means of an „alternative means of
compliance‟ will be assessed by the competent authority on a case by case basis and will
normally need to be supported by the organisation responsible for the type design. The
applicant must demonstrate, to the satisfaction of the competent authority, an equivalent level of
safety.
Part 21A.3B
An airworthiness directive means a document issued or adopted by EASA which mandates
actions to be performed on an aircraft to restore an acceptable level of safety, when evidence
shows that the safety level of this aircraft may otherwise be compromised.
When an airworthiness directive has to be issued by EASA to correct the unsafe condition
referred to above, or to require the performance of an inspection, the holder of the type-
certificate, restricted type- certificate, supplemental type-certificate, major repair design
approval, ETSO authorisation or any other relevant approval deemed to have been issued
under this Regulation, shall:
Propose the appropriate corrective action or required inspections, or both, and submit
details of these proposals to EASA for approval.
Following the approval by EASA of the proposals, make available to all known operators
or owners of the product, part or appliance and, on request, to any person required to
comply with the airworthiness directive, appropriate descriptive data and accomplishment
instructions.
Alert service bulletins are issued by the manufacturer when a condition exists that the
manufacturer feels is a safety related item as opposed to just a product improvement. These
SB's usually result in the National Aviation Authority issuing an AD. The AD will reference the
alert service bulletin as a method of compliance with the airworthiness directive.
If a service bulletin is not an alert service bulletin or a bulletin referenced in an AD, it becomes
optional and may or may not be incorporated by the operator..
SLs, SBs and ASBs will be selected and evaluated for modification by the responsible aircraft
operator and/or the Part-M CAMO and/or Part-145 organisation
Transmittal or cover sheet if additional information may be necessary with the bulletin
Planning information
Compliance
Approval
References
Publication affected
Material information
Accomplishment instruction
Appendices as required Modifications and repairs
Modifications and repairs as defined in the approved maintenance data of the manufacturer
may be accomplished as shown in the respective data without further approvals.
Modifications and repairs not included in the approved data may not be performed without the
required approval from the responsible authority. An organisation wishing to design its
modifications and repairs must be approved in accordance with Part-21 - Aircraft Certification,
and define all the relevant policies and procedures in a design organisation handbook.
Activities allowed by a design organisation includes the design of minor and major
modifications, repairs to products, parts and appliances as defined in the scope of work of the
design organisation handbook.
Modifications and repairs are treated the same as changes to the relevant type certificate or
supplement type certificate and must be approved according Part-21 subpart D and Part-21
Subpart E respectively.
After each maintenance action performed on aircraft, engine and component a Certificate of
Release to Service/CRS in accordance with Part-145 Paragraph 145.A.50 must be issued and
signed by an appropriately authorised certifying staff
Compliance with the maintenance documentation is established through the independent quality
system by auditing the processes as defined in Part-145 Paragraph 145.A.65.
Technical manuals are provided to enable you to carry out your maintenance functions with the
correct parts, materials, equipment and information. Originally, each manufacturer presented
this information in its own particular manner. Engineers working on the products of several
companies frequently became confused and this led to maintenance errors.
This Specification established a Standard for the presentation of technical data, by an aircraft,
aircraft accessory, or component manufacturer.
In order to standardise the treatment of the subject matter and to simplify the users' problem in
locating instructions, a uniform method of arranging material in all publications has been
developed.
The ATA 100 requirements have now been combined with those of ATA 2100 which concerned
digital data to form ATA iSpec 2200. All aircraft manufacturers now conform to these
requirements.
The requirements of ATA 100 have been revised over the years to reflect changes in aircraft
technology and the ways of maintaining them. Each manual will, therefore, reflect the
requirements in force at the time it was compiled. However, all of the manuals for a particular
aircraft type will be compiled to the same standard.
The unique aspect of the chapter numbers is its relevance for all aircraft. Thus a chapter
reference number for a Boeing 747 will be the same for a B.Ae. 125. Examples of this include
Oxygen (Chapter 35), Electrical Power (Chapter 24) and Doors (Chapter 52).
Each chapter is broken down into sections or sub-systems and subjects or components, each of
which is numbered in a six digit, three part numbering system.
The first element, identifies the chapter number of the major system to which the subject
belongs. This element (first and second digits) is allocated by ATA 100.
The second element is the section number that identifies all of the information pertaining to a
sub-system or group of assemblies. The third digit is allocated by ATA 100, the fourth by the
user. Zeros in either digit represent information relevant to whole system or sub-system
The third element is the subject number that identifies a specific unit or component within a
sub-system or assembly. Number 00-99 allocated by user. Double zeros represent information
relevant to whole subsystem/ subject.
This three part reference will also be valid in all the other manuals relevant to the aircraft type.
Each page has an Effectivity block in the lower left-hand corner. This may contain a number or
code which identifies the aircraft, to which that subject refers, by serial number or registration.
Alternatively it may contain a statement to identify a particular group of aircraft, such as a
description of a configuration or a Service Bulletin (SB) incorporated.
If the Effectivity reads 'ALL' then the subject information relates to all types of equipment or
aircraft covered by the manual. These are listed in the front matter of the manual.
For aircraft with more than one configuration on a particular subject the same reference and
page number may be duplicated with a 'Config' number recorded adjacent to them. Details of
which aircraft the config applies to are found in the Effectivity block.
Maintenance Manuals
The Maintenance Manual contains all the necessary information to enable Aircraft Engineers to
service, troubleshoot, functionally check and repair all systems installed in the aircraft. It
includes information that is necessary for the Engineer to perform maintenance tasks or minor
adjustments to the components on the ramp or in the hangar. The information in the manual
relates to the particular aircraft configuration that is operated by the company. The manual may
also contain data and information provided by the customer in relation to Customer Furnished
Equipment (e.g. furnishings etc.).
The IPC uses the ATA 100 coding system and presents diagrams of structure and equipment
breakdown in disassembly sequence. It includes cut-aways and exploded diagrams with each
individual item numbered. A table for each illustration references the items and give Part
Number, effectivity, quantity, supplier and relationship information for each item.
Compiled in accordance with ATA 100, the SRM comprises 'Structures Group' subject chapters,
51. Structures, 52. Doors, 53. Fuselage, 54. Nacelles/Pylons, 55. Stabilisers, 56. Windows and
57. Wings.
Chapter 51 Structures-General is divided into sections which give generic information on:
The section numbers are assigned sequentially while page blocks are allocated as:
The other chapters are divided into sections or structural elements relevant to the subjects, e.g.
The sections are divided into numbered subjects which are common across the chapters and
are used as applicable to the particular structural element, e.g.
Damage beyond the limits stated in the SRM or the structures not specified in the SRM may
only be performed in accordance with instructions from the manufacturer or an approved design
organisation.
All Wiring Diagrams are shown, unless otherwise specified, with the aircraft on the ground, after
normal flight, with the shutdown checklist complete (power off).
The WDM should be used in conjunction with the manufacturers generic Chapter 20 Standard
Wiring (or Electrical) Practices Manual.
Each revision is issued with a covering letter (known as a Letter of Transmittal) which details the
revision number, issue date and a list of manual pages to be removed and added by the
revision. Each manual or chapter has a List of Effective Pages which lists every page and it's
issue date so that the holder may check that a manual is complete and current. The revision is
incorporated by removing old pages, inserting new ones, filing the List of Effective Pages at the
beginning of the manual or chapter and the Transmittal Letter at the front of the manual. The
revision number and issue date are entered on the „Record of Revisions‟ page at the front of
each manual.
To check the validity of a page, first check it's issue date against the List of Effective Pages,
then check the List of Effective Pages date against that of the Letter of Transmittal, finally check
the Letter of Transmittal revision number against the current ATP register or contact the
publisher.
In cases where it is necessary to issue information outside the revision cycle, a Temporary
Revision (TR) is published for inclusion in the relevant manual. These TRs are printed on yellow
paper and they remain in the appropriate chapter of the manual until the information is
incorporated through the normal revision process.
Both a dated Control Page (or list of effective temporary revisions page) for the chapter and a
List of Effective Control Pages are issued with each TR. The Control Page is filed at the front of
the affected chapter and the List of Effective Control Pages is filed with the List of Effective
Pages.
When an Alert Service Bulletin requires urgent changes to manual information for airworthiness
or safety reasons an Alert, printed on pink paper, is issued and filed in the relevant point in the
manual. Alerts are also recorded on the Control Page.
If the manual is held on microfilm or CD-ROM the TRs, Alerts and their control pages are filed in
a Manual Supplement book held adjacent to the reading machine. This must be consulted
whenever the manual is used.
If the manual is held on a network computer system, provision for access to the current TRs and
Alerts and for checking their validity will be made.
The ability to store and retrieve data digitally has led to the development of various systems
such as Boeing's "Portable Maintenance Aid" (PMA) and "AirN@v " from Airbus to streamline
the often time-consuming process of troubleshooting modern, complex aircraft. The systems
provides all the necessary line maintenance documentation in digital format along with a
powerful search capability. The application includes specialized process-oriented features
tailored to how each document is used. References within and between documents are
hyperlinked to further minimize cross-referencing time.
Combined index.
Maintenance tips, service letters, and in-service activity reports.
Dispatch deviation procedures.
In future it may be possible to access this information from the on-board Maintenance Access
Terminal or flight deck displays of modern glass cockpit aircraft.
This method entails one publication being reproduced, on a roll of film and contained in a
special cartridge case, approximately three inches (76 mm) square. The pages are sequentially
copied onto the film and wound upon a drum, within the cartridge case.
A microfilm „Reader‟ (a projector) is used, to wind the film through a „gate‟ and display a single
page of text/drawing upon a screen, which is large enough to enable the text and illustrations to
be read and understood.
Because of the condensing of the „hard copy‟ books into a small space; a complete set of
maintenance manuals can, thus, be contained in a small number of microfilm cartridges which
can be stored close to the Reader.
A number of these projectors are provided with a printing facility that allows the person, reading
the film, to print a copy of any sheets which contain information that is required away from the
Microfiche
A similar process to microfilm, with the exception that many pages of the manuals are
reproduced on one clear sheet of film, measuring approximately 100 mm x 150 mm (4 in x 6 in).
Each sheet is capable of storing a large number of pages (over 100) of text/drawings and takes
up very little space.
The Reader is similar to the microfilm Reader except that the film slide is moved about, beneath
the viewing lens, until the relevant page appears upon the screen.
By simply pressing a button on the machine, a photocopy of the page being viewed can be
produced for remote use and, once again, any copies should not be retained for future use.
Amendment of both this and the microfilm system is by direct replacement, with local disposal of
the unwanted items.
Computer CD-ROM
The use of computers, with respect to aircraft maintenance manuals, (and other publications),
has the primary advantage of the huge amount of information that can be stored on one
Compact Disc (CD).
A single computer, located within a maintenance facility, could have all the necessary
publications (such as the Maintenance Manual, Illustrated Parts Catalogue and Wiring
Diagrams), for the relevant aircraft type, held on one CD.
As with the other two systems, there should be the facility to print the necessary information
required with, of course, the limitation that the information is only valid „on-the-day‟, and must
not be used for repetitive jobs.
Supplementary Information
It is important that only the current issue, of whichever system is in use, is supplied to servicing
technicians. This means that the amendment procedures must be carefully monitored (and
especially the disposal of the out-dated material). The new amendments come with a „Letter of
Transmittal‟, from the relevant authority, in exactly the same manner as they do with the „hard
copy‟ technical publications.
Because of the need to dispose of large amounts of information, whenever even a minor update
or amendment is carried out, it is normal to produce Supplementary Information in hard copy
form, as an intermediate source of current information. These issues are in addition to either the
film/fiche/CD-ROM systems in use and must be not only carefully monitored, but also well
publicised.
This ensures that the technicians know that the information, contained in the system they are
using, could, possibly, contain small items of out-of-date information.
Module 10.7 Applicable National and International Requirements
(if not superseded by EU requirements)
7-53
ST Aerospace Ltd
© Copyright 2014 For Training Purposes Only
Module 10.7 Applicable National and International Requirements
(if not superseded by EU requirements)
7-54
ST Aerospace Ltd
© Copyright 2014 For Training Purposes Only
(b)
Continuing Airworthiness
All aircraft except those used for police, customs, military or similar, and those listed in Annex II
to (EC) Regulation 216/2008 are subject to the provisions of Part-M with regard to continuing
airworthiness.
State aircraft must be of a type approved by EASA or the UK CAA for the issue of a
Certificate of Airworthiness.
The continuing airworthiness of any State aircraft will be managed in accordance with
procedures equivalent to the requirements for public transport in accordance with the UK
Air Navigation Order currently in force, or EASA Part-M Subpart G, as applicable.
State aircraft are to be operated in accordance with a flight manual, the content of which
has been approved under the type certificate, supplemental type certificate or UK CAA
approved modification procedure. Any changes to the flight manual must be approved by
the UK CAA, or alternatively approved by EASA and accepted by the UK CAA, in
accordance with Part-21 or BCAR Chapter A2-5 or B2-2 paragraph 7 as appropriate.
Changes (modifications and repairs) to State aircraft must be approved by the UK CAA,
or alternatively approved by EASA and accepted by the UK CAA, in accordance with
Part-21 or BCAR Chapter A2-5 or B2-2 paragraph 7 as appropriate.
handling characteristics are satisfactory and have not deteriorated with time;
aircraft performance remains as scheduled;
the aircraft and its equipment function correctly.
Test Flights are a mandatory requirement prior to the issue of a Certificate of Airworthiness for
an aircraft being imported into an EASA Member State.
All flight tests are established in accordance with the applicable Aircraft Flight Manual (AFM)
and the production flight test manual provided by the aircraft manufacturer.
Flight tests are performed under the authority of the operator by a special qualified crew based
on flight test criteria established under the responsibility of the operator. A full flight test may be
necessary after major maintenance work or after any important work following an incident or
accident.
For some maintenance tasks, the manufacturer prescribes in the aircraft's Maintenance Manual
the need for check flights to be carried out. For other tasks involving, for example, work carried
out on a system or component the correct functioning of which is affected by flight dynamics, air
loads, airflows, or low temperatures and pressures, the certifying engineer will need to
determine if a maintenance check flight is required to verify its operation.
The suitability of pilots conducting maintenance check flights and appropriate safety precautions
must be addressed.
Before any test flight it must be positively assured throughout investigations, inspections,
corrective work or ground testing, as applicable that any complained condition and/or function
has been as far as possible corrected.
A reduced flight test may be requested after corrective maintenance actions or modifications on
important items which may affect the flight characteristic, the performance of the aircraft or flight
environments such as airspeed, Mach number, altitude, temperature, operational loads or
elastic deformation which cannot be forecasted by ground checks and/or measurements.
A certificate of release to service must be provided before a test flight. A copy of the flight test
report must be kept by the CAMO and Part-145 organisation.
The principles and safety considerations that follow are applicable for both required and elective
check flights for continuing airworthiness management. These check flights do not include
maintenance check flights for specific items.
the aircraft and its equipment function satisfactorily and the aircraft continues to comply
with its type design standard.
(a) Handling tests, including the effectiveness of primary controls and trimmers, with specific
direction (see Note) to evaluate the characteristics during the following phases of flight:
Take-off;
Climb;
Cruise;
Flight at maximum speed;
Flight at minimum speed;
Descent;
Landing;
Hover manoeuvres for helicopters.
NOTE: If not directed to evaluate characteristics, many pilots would compensate and adapt to
deficient characteristics.
Simple, free air pressure rate-of-climb measurements under known and predicted
configurations and conditions.
Measurement of low speed warnings and, if applicable, stall speeds.
UK specific
Check Flight Schedules which meet the above criteria will be created and maintained by UK
CAA (in conjunction with the aircraft manufacturer) where required for check flights for EASA
and non-EASA aircraft. Should an operator wish to develop an alternative schedule for required
check flights, this may be done provided that it incorporates all elements of the UK CAA
schedule and, in particular, the Check Flight Certificate. Examples may be found in the UK CAA
guidance material for the conduct of check flights, namely the UK CAA Check Flight
Handbook. Any alternative schedule, when used for required check flights, should have been
reviewed and accepted by the UK CAA Aircraft Certification Department; in seeking any such
agreement, the
operator should include details of arrangements for periodic review of his schedules.
Schedules are available for most aircraft types (and variants thereof) above 5700 kg. However,
for certain categories of aeroplanes below 5700 kg, the UK CAA has produced generic
schedules, which can be used for a range of aeroplane types.
Pilot acceptance criteria and procedures for conducting check flights should be included in the
continuing airworthiness management exposition in accordance with Part M.A.704 where
applicable. Though it is not feasible to lay down absolute experience and ability requirements
for pilots, guidelines are provided in the UK CAA Check Flight Handbook.
UK specific
Definition
Extended range Twin engine OPerationS (ETOPS) is defined as an operation available for two-
engined aircraft conducted over a route that contains a point further than approved threshold
time at the approved one-engine out cruise speed (under standard conditions) from an
adequate airport.
The operator‟s ETOPS flights are conducted in accordance with the aircraft manufacturers
approved standards for ETOPS. These standards present aircraft design configuration,
maintenance tasks, crew procedures and dispatch limitations for ETOPS.
There are two operational criteria: 60-minutes to 120-minutes, and 120-minutes to 180-minutes.
Requirements
The following EASA Regulations and Implementing Rules provide the current Regulations
regarding ETOPS:
The ETOPS requires special attention for the maintenance work to be performed on aircraft
operating under these rules. Certain maintenance task may not be performed during the same
ground time on ETOPS related systems. In addition if same tasks need to be performed it has
to be assured that not the same person performs the same task on equal aircraft systems or
components.
If the requirements as specified above may not be guaranteed, a verification flight has to be
performed. A verification flight is planned
as a non-ETOPS flight. If all aircraft
system work properly after the take-off
and for the prescribed time in cruise, that
flight may than be continued under
ETOPS rules.
The maintenance programme should contain the standards, guidance, and direction necessary
to support the intended operations. Maintenance personnel involved should be made aware of
the special nature of ETOPS and have the knowledge, skills and ability to accomplish the
requirements of the programme.
ETOPS related tasks should be identified on the operator‘s routine work forms and
related instructions.
An ETOPS service check should be developed to verify that the status of the aircraft and certain
critical items are acceptable. This check should be accomplished and signed off by an ETOPS
qualified maintenance person immediately prior to an ETOPS flight.
The Technical Log should be reviewed and documented as appropriate to ensure proper MEL
procedures, deferred items and maintenance checks, and that system verification procedures
have been properly performed.
ETOPS Manual
The operator should develop a manual for use by personnel involved in ETOPS. This manual
need not include, but should at least reference, the maintenance programme and other
requirements described by this Appendix, and clearly indicate where they are located in the
operator‟s manual system. All ETOPS requirements, including supportive programme
procedures, duties and responsibilities, should be identified and be subject to revision control.
This manual should be submitted to the Authority 30-days before implementation of ETOPS
flights. Alternatively the operator may include this information in existing manuals used by
personnel involved in ETOPS.
Reliability Programme
An ETOPS reliability programme should be developed or the existing reliability programme
supplemented. This programme should be designed with early identification and prevention of
ETOPS related problems as the primary goal. The programme should be event-orientated and
incorporate reporting procedures for significant events detrimental to ETOPS flights. This
information should be readily available for use by the operator and the Authority to help
establish that the reliability level is adequate, and to assess the operator‟s competence and
capability to safely continue ETOPS. The Authority should be notified within 96 hours of events
reportable through this programme.
In addition to the items addressed by CAP 418 (Condition Monitored Maintenance) for routine
reliability reporting, the following items should be included:
In-flight shutdowns.
Diversion or turn back.
Uncommanded power changes or surges.
Inability to control the engine or obtain desired power.
Problems with systems critical to ETOPS.
Any other event detrimental to ETOPS.
Maintenance Training
Maintenance training should focus on the special nature of ETOPS. This programme should be
included in normal maintenance training. The goal of this programme is to ensure that all
personnel involved in ETOPS are provided the necessary training so that the ETOPS
maintenance tasks are properly accomplished and to emphasise the special nature of ETOPS
maintenance requirements. Qualified maintenance personnel are those that have completed the
operator‟s extended range training programme and have satisfactorily performed extended
range tasks under supervision, within the framework of the operator‟s approved procedures for
Personnel Authorisation.
Introduction
Issues such as All Weather Operations (AWOPS), Reduced Vertical Separation Minima (RVSM)
etc. are operational issues, not used by everyone. They do, however, have specific
maintenance requirements in order to maintain their accuracy. As such, any of these
maintenance requirements must be included in the Maintenance Schedule.
All Weather Operations refers to the requirements for Instrument Landing Systems (ILS), both
airborne and ground based equipment.
Smaller aircraft generally are equipped to fly only a CAT I ILS. On larger aircraft, these
approaches typically are controlled by the flight control system with the flight crew providing
supervision. CAT I relies only on altimeter indications for decision height, whereas CAT II and
CAT III approaches use radio altimeter (RA) to determine decision height.
An ILS must shut down upon internal detection of a fault condition. Higher categories require
shorter response times; therefore, ILS equipment is required to shut down faster. For example,
a CAT I localizer must shut down within 10 seconds of detecting a fault, but a CAT III localizer
must shut down in less than 2 seconds.
In each case, a suitably equipped aircraft and appropriately qualified crew are required. For
example, CAT IIIb requires a fail-operational system, along with a crew who are qualified and
current, while CAT I does not. A head-up display (HUD) which allows the pilot to perform aircraft
manoeuvres rather than an automatic system is considered as fail-operational. A head-up
display allows the flight crew to fly the aircraft using the guidance cues from the ILS sensors
such that if a safe landing is in doubt, the crew can respond in an appropriate and timely
manner. HUD is becoming increasingly popular with "feeder" airlines and most manufacturers of
regional jets are now offering HUDs as either standard or optional equipment. A HUD can
provide capability to take off in low visibility.
Some commercial aircraft are equipped with automatic landing systems that allow the aircraft to
land without transitioning from instruments to visual conditions for a normal landing. Such
autoland operations require specialized equipment, procedures and training, and involve the
aircraft, airport, and the crew. Autoland is the only way some major airports such as Paris-
Charles de Gaulle Airport remain operational every day of the year. Some modern aircraft are
equipped with enhanced vision systems based on infrared sensors, that provide a day-like
visual environment and allow operations in conditions and at airports that would otherwise not
be suitable for a landing. Commercial aircraft also frequently use such equipment for take-offs
when take-off minima are not met.
General
An aeroplane with basic airworthiness approval for IFR operations is eligible to perform ILS
precision approaches down to a decision height of 60 m (200 ft.), assuming that the necessary
ILS receiver(s) and instruments and their installation have been approved.
The purpose of this Subpart is to specify the supplementary airworthiness requirements for the
performance of ILS precision approaches with decision heights below 60 m (200 ft.) down to
30 m (100 ft.). This material may not be appropriate to other precision approach aids.
Installed Equipment
The approach guidance system must include:
Two ILS glide path and localiser receivers with indication at each pilot‟s station.
An automatic approach coupler or a flight director system with display at each pilot‟s
station (or an alternative giving equivalent performance and safety).
Clear the visual indication at each pilot‟s station (e.g. An alert light) when the aeroplane
reaches the pre-selected decision height appropriate to the approach.
General
An aeroplane with basic airworthiness approval for IFR operation is eligible to perform ILS
precision approaches down to a decision height of 60 m (200 ft.), assuming that the necessary
ILS receiver(s) and instruments and their installation have been approved. The supplementary
airworthiness criteria for aeroplanes to perform ILS precision approaches down a decision
height below 60 m (200 ft.) and down to 30 m (100 ft.) is contained in Subpart 2.
The purpose of this Subpart is to specify the supplementary airworthiness criteria for aeroplanes
to perform ILS precision approaches with decision heights below 30 m (100 ft.) or with no
decision height.
Equipment
The following items of equipment must be installed for certification to the decision heights
specified unless it is shown that the intended level of safety is achieved with alternative
equipment, or the deletion of some items:
NOTE: This list is based on experience with conventional medium and large jet transports and it
is recognised that changes may be appropriate in significantly different applications.
Two ILS glide path and localizer receivers with the first pilot‟s station receiving
information from one, and the second pilot‟s station receiving information from the other.
Clear visual indication at each pilot‟s station (e.g. An alert light) when the aeroplane
reaches the pre-selected decision height appropriate to the approach.
In the case of aeroplanes having a minimum flight crew of two pilot‟s, an automatic voice
system, which calls when an aeroplane is approaching the decision height (or when
approaching the ground during a no decision height approach) and when it reached decision
height.
NOTE: The number of ILS receivers and radio altimeters may need to be increased in order to
provide fail-operational capability where required.
Automatic throttle control, unless it can be shown that the speed control does not add
excessively to the crew work-load; and
Automatic ground roll control or head-up ground roll guidance (see CS-AWO 304 and
305) as appropriate to the limitations on visibility conditions or RVR.
No decision height:
3. In which section of CAP 747 will you find a list of the UK CAA issued Airworthiness
Directives?
4. Which UK CAA publication will you find general requirements for Fire Precautions –
Aircraft Toilets?
5. What schedule is used for an aircraft of less than 2730 kg MTOM in the United Kingdom?
6. What log books must be kept to assist in the maintenance of light aircraft?
9. How must companies service safety critical systems to avoid compromising the
redundancy of an aircraft‟s systems?
10. Why does the pre-flight differ from all other maintenance inspections?
14. What responsibility has an operator or Part-M CAMO got with respect to Non Mandatory
Service Bulletins?
16. What is the maximum distance a non-ETOPS approved aircraft may fly from an adequate
aerodrome?
18. An ETOPs maintenance programme should be designed to preclude what (with regards
to the engines)?
19. A mechanic is carrying out a task which is vital to ETOPs safety. How does he know
this?
20. If an organisation is ETOPs approved, can all personnel within that organisation carryout]
ETOPs maintenance tasks?
21. After rectification of an ETOPS task, what certification is required, and by whom, to
enable the aircraft to fly an ETOPS sector?
22. What is the difference between a maintenance check flight and a flight test?
24. Who is responsible for detailing and coordinating the requirements of a flight test?
25. What are the responsibilities of the nominated engineer with respect to flight testing of
light aircraft?
28. For „no decision height‟ operations list the requirements for a Cat III system?