YEOVIL COLLEGE DEPARTMENT OF ENGINEERING BTEC HNC/D AEROSPACE ENGINEERING

UNIT 18 - Aviation Legislation & Human Factors Assignment 1

William James Beattie

Table of Contents
1.1 Explain the role of the ICAO, JAA, JAA full member authorities, JAA candidate member authorities, and relationships with other aviation authorities. .......................................................... 2 1.2 Explain the Joint Airworthiness Requirements, relationship between JAR-OPS, JAR-145, JAR-66, JAR-147 and JAR Maintenance ........................................................................................................... 4 1.3 Explain the JAR-66 structure, procedures, requirements, validity and privileges. ....................... 5 1.4 Explain the JAR-145 structure for both large and small organisations. ........................................ 7 Bibliography .......................................................................................................................................... 11

YEOVIL COLLEGE DEPARTMENT OF ENGINEERING BTEC HNC/D AEROSPACE ENGINEERING UNIT 18 Aviation Legislation & Human Factors Assignment 1

1. Investigative regulatory framework of authorities and have detailed knowledge of the aviation maintenance required by them.

1.1 Explain the role of the ICAO, JAA, JAA full member authorities, JAA candidate member authorities, and relationships with other aviation authorities.
Q1 Investigate regulatory bodies such as the: International Civil Aviation Organisation (ICAO); Joint Aviation Authority (JAA); JAA full and candidate member authorities (NAA) relationship with other aviation authorities and fully explain their role in the aviation industry. International Civil Aviation Organization (ICAO) - A specialized agency of the United Nations, the International Civil Aviation Organization (ICAO) was created on 7th December 1944 by 55 countries from around the world, including the United kingdom, signed an international agreement on the regulation of civil aviation. This is sometimes referred to as The Chicago Convention. The effects of the Chicago Convention were made in the Civil Aviation Act of 1949. This act was brought in to promote the safe and orderly development of international civil aviation throughout the world. It sets standards and regulations necessary for aviation safety, security, efficiency and regularity, as well as for aviation environmental protection. The Organization serves as the forum for cooperation in all fields of civil aviation among its 191 Member States.

Joint Aviation Authorities - The Joint Aviation Authorities (JAA) was an associated body of the European Civil Aviation Conference (ECAC) representing the civil aviation regulatory authorities of a number of European States who had agreed to co-operate in developing and implementing common safety regulatory standards and procedures. This co-operation was intended to provide high and consistent standards of safety and a "level playing field" for competition in Europe. Much emphasis was placed on harmonising the JAA regulations with those of the USA. The JAA started as the Joint Airworthiness Authorities in 1970. Originally, its objectives were only to produce common certification codes for large aeroplanes and for engines in order to meet the needs of European industry and international consortia (e.g. Airbus). After 1987 its work was extended to operations, maintenance, licensing and certification/design standards for all classes of aircraft. The adoption of the Regulation (EC) No 1592/2002 by the European Parliament and the Council of the European union (EU) and the subsequent establishment of the EASA created a Europe wide regulatory authority which has absorbed most functions of the JAA (in the EASA Member state). Its current aim is to make recommendations, on civil aviation
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matters, to member Authorities. Member Authorities then have the option of deciding whether or not to adopt a particular requirement as their Sole or optional code. The JAA is made up of 33 member states, of which 21 are Full Members and 12 are what is termed Candidate Members (See Figure 1). JAA Full Member Authorities - The role of JAA Full Member Authorities (JAA/NAA) are responsible for the maintenance of JARs in accordance with the Arrangement document. Full member authorities are represented on JAA committees and sub-committees. Committees monitor and make recommendations for amendments to JARs. Once accepted in principle these amendments are circulated in the form of a proposal (known as a Notice of proposed Amendment-NPA), for comment by the NAA and the aviation industry in general. JAA/NAA who are full members will issue, on behalf of the JAA (in line with JAA/JAR requirements): approvals, aircraft type certificates, engineering licenses etc. Note a full member Authority may also carry out certification and approval within a JAA candidate state when invited to do so. Role of JAA candidate member authorities Candidate Member Authorities are states in the process of developing full member status as candidate members they have the authority to issue Approval certificates or Licences under JAA/JAR legislation. Such Approvals or Licenses so issued, under JAA/JAR procedures, however these may not be recognised or accepted by other JAA full member Authorities.

Full Members Authorities of the JAA Candidate Member Authorities of the JAA Austria Bulgaria Belgium Cyprus Czech Republic Estonia Denmark Macedonia Finland Hungary France Latvia Germany Romania Greece Malta Iceland Moldova Ireland Monaco Italy Slovakia Luxembourg Slovenia Netherlands Norway Poland Portugal Spain Sweden Switzerland Turkey United Kingdom Figure 1 JAA Full Members and Candidate Members

1.2 Explain the Joint Airworthiness Requirements, relationship between JAR-OPS, JAR-145, JAR-66, JAR-147 and JAR Maintenance
Q2 Investigate joint airworthiness requirements and explain the relationship between JAR-OPS, JAR-145, JAR-66, JAR- 147 and JAR Maintenance. Joint Aviation Requirements The Civil Aviation Authorities of certain European countries have agreed common comprehensive and detailed aviation requirements, known as Joint Aviation Requirements (JAR), with a view to minimising Type Certification problems on joint ventures, and also to facilitate the export and import of aviation products. The JAR is recognised by the CAA of participating countries as an acceptable basis for showing compliance with their national airworthiness codes. JAR 66 Certifying Staff Maintenance JAR-66 was first issued on 3rd April 1998 and became effective on 1st June 1998. Any person requiring to be approved to issue a Certificate of Release to Service (CRS) after 1st June 2001 must comply with the requirements of JAR-66. JAR 145 Approved Maintenance Organisation - No aircraft of the CAT category may fly unless a Certificate of Release to Service (CRS) has been issued by an approved maintenance organisation. No organisation may issue a CRS unless it is a JAR-145 approved organisation, or working under the authority of a 145 approved organisation. These rules also apply to aircraft components. JAR 147 Approved Maintenance Training/Examination Any organisation wishing to conduct training and/or examination to the JAR-66 requirements must be approved to JAR-147 standards. JAR-OPS Operations (in 4 parts) JAR-OPS 1 - Aeroplanes JAR-OPS 2 - General Aviation JAR-OPS 3 Helicopters JAR-OPS 4 General Aviation (Helicopters)

JAR-OPS 1 prescribes the operations of any civil aircraft in the CAT category by an operator whose principal place of business is with a JAA member state. It does not apply to military, customs or police aircraft. JAR-OPS 1 is also applicable to aircraft greater than 10 tonnes TakeOff Mass or aircraft with a maximum approved passenger capability of 20 or more. JAR Maintenance JAR-Maintenance addresses the issue of the continuing airworthiness of all aircraft (large and non-large, used in commercial or non-commercial air operations) by defining the responsibilities, describing what is necessary to manage the continuing airworthiness of aircraft, regulating aircraft maintenance, mandating a release to service after maintenance and setting forth a control process through an airworthiness review resulting in the issue of a certificate validating the airworthiness certificate. JAR-OPS and JAR-145 are linked by the requirement for a JAR-Ops organisation being required to maintain its aircraft using a JAR-145 approved company. A JAR 145 company must have sufficient Licenced Aircraft Maintenance Engineers (LAME) to sign Release to Service documentation. Similarly for a company to issue engineers licenses or approvals under JAR-66, that company needs to be JAR-147 approved.

1.3 Explain the JAR-66 structure, procedures, requirements, validity and privileges.
Q3 Investigate JAR-66-certifying staff-maintenance, and explain in detail an understanding of aircraft engineers maintenance licensing procedure, requirement, validity and privileges, category A certifying mechanic, category B1 (mech/elect) and B2 (avionic/elect), category C engineer (Maintenance Management). Category A (Line maintenance Mechanic): A category A aircraft maintenance license permits the holder to issue certificates of release to service following minor scheduled line maintenance and simple defect rectification within the limits of tasks specifically endorsed on the authorisation. The certification privileges shall be restricted to work that the license holder has personally performed in a Part-145 organisation. Category B1 (Mechanical) and/or B2(Avionics):A category B1 aircraft maintenance license shall permit the holder to issue certificates of release to service following maintenance, including aircraft structure, powerplant and mechanical and electrical systems. Replacement of avionic line replaceable units, requiring simple tests to prove their serviceability, shall also be included in the privileges. Category B1 shall automatically include the appropriate A subcategory. A category B2 aircraft maintenance license shall permit the holder to issue certificates of release to service following maintenance on avionic and electrical systems. Categories A and B1 are subdivided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines. The subcategories are: A1 and B1.1 Aeroplane Turbine, A2 and B1.2 Aeroplane Piston, A3 and B1.3 Helicopter Turbine and A4 and B1.4 Helicopter Piston. Category C (Base Maintenance Engineer): A category C aircraft maintenance license shall permit the holder to issue certificates of release to service following base maintenance on aircraft. The privileges apply to the aircraft in its entirety in a Part-145 organisation. The holder of a JAR-66 (Part-66) Aircraft Maintenance License may not exercise certification privileges unless: 1. In compliance with the applicable requirements of Part-M and/or Part-145 2. In the preceding two-year period he/she has, either had six months of maintenance experience in accordance with the privileges granted by the PART-66 (JAR66) Aircraft Maintenance License or, met the provision for the issue of the appropriate privileges. 3. He/she is able to read, write and communicate to an understanding level in language(s) in which the technical documentation and procedures necessary to support the issue of the release to service are written. An applicant for a JAR-66 (Part-66) Aircraft Maintenance License should have the following experience requirements: 1. For category A and subcategory B1.2 and B1.4: a. Three years of practical maintenance experience on operating aircraft, if the applicant has no previous relevant technical training; or b. Two years of practical maintenance experience on operating aircraft and completion of training considered relevant by the competent authority as a skilled worker, in a technical trade; or
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c. One year of practical maintenance experience on operating aircraft and completion of a Part-147 approved basic training course. 2. For category B2 and subcategories B1.1 and B1.3: a. Five years of practical maintenance experience on operating aircraft if the applicant has no previous relevant technical training; or b. Three years of practical maintenance experience on operating aircraft and completion of training considered relevant by the competent authority as a skilled worker, in a technical trade; or c. Two years of practical maintenance experience on operating aircraft and completion of a Part-147 approved basic training course. 3. For category C with respect to large aircraft: a. Three years of experience exercising category B1.1, B1.3 or B2 privileges on large aircraft or as Part-145 B1.1, B1.3 or B2 support staff, or, a combination of both; or b. Five year of experience exercising category B1.2 or B1.4 privileges on large aircraft or as Part-145 B1.2 or B1.4 support staff, or a combination of both; or 4. For category C with respect to non-large aircraft: a. Three years of experience exercising category B1 or B2 privileges on non-large or as Part-145 B1 or B2 support staff, or a combination of both; or 5. For category C obtained through academic route: a. An applicant holding an academic degree in a technical discipline, from a university or other higher educational institution recognised by the competent authority, three years of experience working in a civil aircraft maintenance environment on a representative selection of tasks directly associated with aircraft maintenance including six months of observation of base maintenance tasks. For category A, B1 and B2 the experience must be practical which means being involved with a representative cross section of maintenance tasks on aircraft and for all applicants, at least one year of the required experience must be recent maintenance experience on aircraft of the category/subcategory for which the initial JAR-66 (PART-66) Aircraft Maintenance License is sought. The JAR-66 (PART-66) Aircraft Maintenance License becomes invalid five years after its last issue or amendment, unless the holder submits his/her JAR-66 Aircraft Maintenance License to the competent authority that issued it, in order to verify that the information contained in the license is the same as that contained in the competent authority records, pursuant to 66.B.120. Any certification privileges based upon a JAR-66 Aircraft Maintenance License becomes invalid as soon as the JAR-66 Aircraft Maintenance License is invalid. The JAR-66 Aircraft Maintenance License is only valid when issued and/or amended by the competent authority and when the holder has signed the document.

1.4 Explain the JAR-145 structure for both large and small organisations.
Q4 Investigate JAR-145 structure for large and small organisations, and explain in detail an understanding of the maintenance of commercially operated aircraft and their components within the structure of an Approved JAR-145 company; accountable manager; company exposition; quality; line/hanger/workshop maintenance; Certificate of Release to Service (CRS) ; Certificate of Maintenance Review (CMR); approved stores, bonded and quarantine.

Accountable Manger - Accountable Manager means the manager who has corporate authority for ensuring that all maintenance required by the aircraft operator can be financed and carried out to the standard required by the JAA full member Authority. The Accountable Manager may delegate, in writing, to another person in the organisation and then that person becomes the Accountable Manager but it is intended to mean Chief Executive Officer/President/ Managing Director/Director General/ General Manager etc. of the JAR-145 approved maintenance organisation, who by virtue of position has overall (including particularly financial) responsibility for running the organisation (Figure ##). The Accountable Manager may be the Accountable Manager for more than one JAR-145 approved maintenance organisation and is not required to be necessarily knowledgeable on technical matters as the maintenance organisation exposition defines the maintenance standards.

Figure ## - JAR-145 Organisation Corporate Board Company Exposition/Maintenance Organisation Exposition - The purpose of the Maintenance Organisation Exposition (MOE) is to set forth the procedures, means and methods that the maintenance organisation will work to. The JAR-145 approved maintenance organisation must provide a maintenance organisation exposition for use by the JAR-145 approved maintenance organisation, containing the following information:

1. A statement signed by the accountable manager confirming that the maintenance organisation exposition and any associated manuals defines the JAR-145 approved maintenance organisations compliance with JAR-145 and will be complied with at all times. 2. The title(s) and name(s) of the senior person(s) accepted by the JAA full member Authority in accordance with JAR 145.30(a). 3. The duties and responsibilities of the senior person(s) including matters on which they may deal directly with the JAA full member Authority on behalf of the JAR-145 approved maintenance organisation. 4. An organisation chart showing associated chains of responsibility of the senior person(s). 5. A list of certifying staff. 6. A general description of manpower resources. 7. A general description of the facilities located at each address specified in the JAR-145 approved maintenance organisations approval certificate. 8. A specification of the JAR-145 approved maintenance organisations scope of work relevant to the extent of approval. 9. The procedure for notification of organisational changes for the JAR-145 approved maintenance organisation in accordance with JAR 145.85. 10. The maintenance organisation exposition amendment procedure. 11. The JAR-145 approved maintenance organisations procedures and quality system as required by the JAR-145. 12. A list of JAR-OPS operators, if appropriate, to which the JAR-145 approved maintenance organisation provides an aircraft maintenance service. The compliance with the MOEs contents will assure compliance with the JAR-145 requirements, which is a pre-requisite to obtaining and retaining an approved maintenance organisation certificate. The above list from 1 to 10 constitutes the management part of the MOE and therefore can be produced as one document and made available to the personnel who should be familiar with its contents and the list of Certifying Staff (item 5) is usually produced as a separate document so that it can be distributed easily throughout the company. Due to the nature of the MOE it is vital that all personnel are familiar with those parts of the manuals that are relevant to the maintenance work they carry out within the area of responsibility. It should also be noted that smaller JAR-145 approved maintenance organisations may combine the various items to form a simple exposition more relevant to their needs. In reality, therefore, the MOE has to cover four main parts: 1. The management MOE covering the parts specified earlier. 2. The maintenance procedures covering all aspects of how aircraft components may be accepted from outside sources and how aircraft will be maintained to the required standard. 3. The quality system procedures including the methods of qualifying mechanics, inspection, certifying staff and quality audit personnel. 4. Contracted JAR-OPS operator procedures and paperwork. Quality - The primary objectives of the quality system are to enable the JAR-145 approved maintenance organisation to ensure that it can deliver a safe product and that the JAR-145 approved maintenance organisation remains in compliance with the requirements. 8

A JAR-145 approved maintenance organisation must establish procedures that have been accepted by the JAA full member Authority to ensure good maintenance practices and compliance with all relevant requirements in the JAR-145. This must include a clear work order or contract such that aircraft and aircraft components may be released to service in accordance with the JAR 145.50 (Certification of Maintenance). The maintenance procedures should cover all aspects of carrying out maintenance activity and stipulate the standards to which the JAR maintenance organisation must work to (The aircraft/aircraft component design organisation standards and aircraft operator standards must be taken into account). In addition, the JAR-145 approved maintenance organisation must establish a quality system, including independent audits, to monitor product standards and compliance with the maintenance procedures to ensure good maintenance practices and airworthiness of the aircraft/aircraft components. In the smallest organisations the independent audit part of the quality system may be contracted to another JAR-145 approved maintenance organisation or a person with proven satisfactory audit experience acceptable to the JAA full member Authority. Compliance monitoring must include a feedback system to a nominated senior person (acceptable to the JAA full member Authority) and ultimately to the accountable manager to ensure, as necessary, corrective action. Such systems must be acceptable to the JAA full member Authority. Essentially there are two essential elements of the quality system that must be implemented by a JAR-145 approved maintenance organisation; an independent audit system and a management control follow up system.

Line/Hanger/Workshop Maintenance When it comes to working environment the facilities provided must be appropriate for all planned work, ensuring in particular, protection from the weather elements. Specialised workshops and bays must be segregated as appropriate; to ensure that environmental and work area contamination is unlikely to occur. For base maintenance of aircraft, this means that aircraft hangars should be both available and large enough to accommodate aircraft on planned base maintenance. With smaller JAR-145 organisation where the hangar is not owned, it may be necessary to establish proof of tenancy. In addition, sufficiency of hangar space to carry out planned base maintenance will need to be demonstrated by the preparation of a projected aircraft hangar visit plan relative to the maintenance programme and this aircraft hangar visit plan should be updated on a regular basis. For aircraft component maintenance, this means that aircraft component workshops should be large enough to accommodate the components on planned maintenance. Protection from the weather elements relates to the normal prevailing local weather elements that are expected throughout any twelve month period and the aircraft hangar and aircraft component workshop structures should be to a standard that prevents the ingress of rain, hail, ice, snow, wind and dust etc. For line maintenance of aircraft, hangars are not essential but it is recommended that access to hangar accommodation be demonstrated for usage during inclement weather for minor scheduled work and lengthy defect rectification. When it comes to working on the line the working environment for line maintenance should be such that the particular maintenance or inspection task can be carried out without undue distraction. This means that when the working environment deteriorates to an unacceptable level in respect of temperature, moisture, hail, ice, snow, wind, light, dust/other airborne contamination, the particular maintenance or inspection tasks should be suspended until
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satisfactory conditions are re-established. For both base and line maintenance where dust/other airborne contamination results in visible surface contamination, all susceptible systems should be sealed until acceptable conditions are re-established. Certificate of Release to Service (CRS) - A certificate of release to service must be issued by appropriately authorised staff on behalf of the JAR-145 approved maintenance organisation when they are satisfied that all required maintenance of the aircraft or aircraft component has been properly carried out by the JAR-145 approved maintenance organisation in accordance with the procedures specified in the organisations Maintenance Organisation Exposition (MOE). It should be noted that an aircraft component which has been maintained off the aircraft still requires the issue of a certificate of release to service for such maintenance and another certificate of release to service in regard to being installed properly on the aircraft when such action occurs. A certificate of release to service is necessary before flight, at the completion of any defect rectification, whilst the aircraft operates flight services between scheduled maintenance.

Certificate of Maintenance Review (CMR) This certificate is issued at intervals specified in the approved Maintenance Programme for an aircraft to indicate that the Licenced Aircraft Maintenance Engineers (LAME) who has signed it has examined the Aircraft Technical Log and associated documentation and has satisfied themselves that in the period since the previous CMR: All maintenance specified in the approved Maintenance Programme has been carried out. All mandatory modifications and inspections have been complied with within the prescribed time periods. All defects recorded in the Aircraft Technical Log have been rectified or deferred in accordance with the prescribed procedures. Issue of each required Certificate to Release to Service has been correct.

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Bibliography
About Joint Aviation Authorities. (n.d.). Retrieved March 05, 2013, from JAA: www.jaa.nl/ EASA Airworthiness Directives. (n.d.). Retrieved March 05, 2013, from European Aviation Safety Agency: http://www.easa.europa.eu/ ICAO in brief. (n.d.). Retrieved March 2, 2013, from International Civil Aviation Organisation: http://www.icao.int/Pages/icao-in-brief.aspx JAA. (n.d.). Retrieved March 05, 2013, from Wikipedia: www.wikipedia.com/JAA Joint Aviation Requirements . (n.d.). Retrieved March 04, 2013, from Wikipedia: www.wikipedia.com/JAA Online Certification Co Inc. (n.d.). PART-66 (JAR-66) Aircraft Maintenance License. Retrieved March 05, 2013, from Aircraft-License: http://aircraft-license.com

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