GA MCM-Rev 10 From 09.2012

MAINTENANCE CONTROL MANUAL
Headquarter:
12, Rustaveli Ave, Tbilisi, 0108 Georgia.

Tel.: (995 32) 999130
Fax: (995 32) 999660
www.georgian-airways.com
Technical Office: 79 Airport Colony, Tbilisi, 0158 Georgia.

Tel.: (995 32) 485531
(995 32) 155706
Fax: (995 32) 999660
Issue 1
FEBRUARY 2009
Part
Page
Revision
Date
Preface
1 of 11
10
Sep 2012
CONTENTS
Chapter
Title
PART
PREFACE
PART I
MAINTENANCE MANAGEMENT EXPOSITION

PART 0
GENERAL ORGANISATION
PART 1
MAINTENANCE PROCEDURES
PART1
QUALITY SYSTEM
PART 3
CONTRACTED MAINTENANCE
Appendix 1
RAMP SERVICE MANUAL

RAMP SSERVICE MANUAL- APPENDIX A
Appendix 2
MAINTENANCE MANAGEMENT PROCEDURES
Appendix 3
QUALITY ASSURANCE PROCEDURES
PART II
MAINTENANCE ORGANISATION EXPOSITION

PART 1
MANAGEMENT
PART1
PART L2
ADDITIONAL LINE MAINTENANCE PROCEDURES
PART 3
QUALITY SYSTEM PROCEDURES
PART 4
CONTRACTED OPERATORS
PART 5
APPENDICES
Appendix 1
Appendix 2
Appendix 3
LINE MAINTENANCE PROCEDURES
Appendix 4
PROCUREMENT AND MATERIAL PROCEDURES
Appendix 5
LIST OF CERTIFYING STAFF
Appendix 6
NON CERTIFYING STAFF LIST
NOTE : Any requirements in this document which is not stipulated in accordance with GCAA requirements should be
considered as an optional and should not performed as mandatory.
MCM
ISSUE 1
FEBRUARY 2009
Part
Page
Revision
Date
Preface
2 of 11
10
Sep 2012
PREFACE
CONTENTS
Chapter Title
Page
CONTENTS
PREFACE CONTENTS
P1
LETTER OF TRANSMITTAL
P2
LIST OF REVISIONS
P3
SUMMARY OF REVISION
P4
LIST OF EFFECTIVE PAGES
P5
LIST OF MCM COPYHOLDERS
10
P6
ABBREVIATIONS USED
11
MCM
ISSUE 1
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Part
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Preface
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PREFACE
P1
LETTER OF TRANSMITTAL
REVISION NUMBER: issue1 rev 10
STATUS:
MAJOR X
MINOR
ISSUE DATE: 13 September 2012.

TOPICS OF REVISION:
1. MCM-MME and MCM-MOE has been revised and updated.
The accuracy of this revision has been verified and certified correct by the Nominated Post Holder for Maintenance
(Technical Director) and is authorised by the Quality Assurance Manager for the incorporation into the Maintenance
Control Manual (MCM).No alterations or amendments to the MCM are to be made without authorisation of the Quality
Assurance Manager of Georgian Airways and for major revisions without approval of competent Authority.
Checked:
Authorised:
Date:
Date:
Date:
Remove/Destroy
Preface
All
MME Part 0
MME Part 1
Approved:
Insert
July 2012
July 2012
June 2011
Preface
All
All
Page 10
Rev 9
Rev 6,8,9
Rev 7
All
Page 10
Rev 10
Rev 10
Rev 10
September 2012
September 2012
September 2012
MME Part 0
MME Part 1
MME Part 1
MME Part 1
Page 16
Page 30
Rev 7
Rev 7
June 2011
June 2011
MME Part 1
MME Part 1
Page 16
Page 30
Rev 10
Rev 10
September 2012
September 2012
MME Part 1
MME Part 1
MME Part 1
Page 31
Page 32
Page 33
Rev 7
Rev 7
Rev 7
June 2011
June 2011
June 2011
MME Part 1
MME Part 1
MME Part 1
Page 31
Page 32
Page 33
Rev 10
Rev 10
Rev 10
September 2012
September 2012
September 2012
MME Part 2
MME Part 2
Page 2
Page 10
Rev 3
Rev 3
February 2010
February 2010
MME Part 2
MME Part 2
Page 2
Page 10
Rev 10
Rev 10
September 2012
September 2012
MME Part 3
Appendix 1
Appendix A
All
All
All
Rev0,6, 7
Rev 0,8
Rev 0
June 2011
February 2009
February 2009
MME Part 3
Appendix 1
Appendix A
Al
All
All
Rev 10
Rev 10
Rev 10
September 2012
September 2012
September 2012
MOE Part 1
Page 2
Rev 6
August 2011
Appendix B
MOE Part 1
All
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Rev 10
Rev 10
September 2012
September 2012
MOE Part 1
MOE Part 1
MOE Part 1
Page 3
Page 4
Page 11
Rev 6
Rev 6
Rev 6
August 2011
August 2011
August 2011
MOE Part 1
MOE Part 1
MOE Part 1
Page 3
Page 4
Page 11
Rev 10
Rev 10
Rev 10
September 2012
September 2012
September 2012
MOE Part 1
MOE Part 3
MOE Part 3
Page 13
Page 9
Page 10
Rev 8
Rev 3
Rev 3
November 2011
February 2010
February 2010
MOE Part 1
MOE Part 3
MOE Part 3
Page 13
Page 9
Page 10
Rev 10
Rev 10
Rev 10
September 2012
September 2012
September 2012
MOE Part 3
MOE Part 3
Page 11
Page 17
Rev 3
Rev 3
February 2010
February 2010
MOE Part 3
MOE Part 3
Page 11
Page 17
Rev 10
Rev 10
September 2012
September 2012
MOE Part 5
Appendix 2
All
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Rev 3,7,8
Rev 3
November 2011
February 2010
MOE Part 5
Appendix 2
All
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Rev 10
Rev 10
September 2012
September 2012
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LIST OF REVISIONS
All revisions to this MCM will be accompanied by a Letter of Transmittal (LOT), a revised List of Effective
Pages (LEP) and acknowledgement slip bearing the revision number and date of issue.
Remove all superseded pages from the MCM and insert the revised pages as instructed by the LOT.
Please return the Technical Revision Notification and Receipt Slip to the Georgian Airways Technical
Library.
MCM
Revision No
Revision Date
31.03.09
25.05.09
26.02.10
12.04.10
20.05.10
16.08.10
03.06.11
07.11.11
20.07.12
10
28.09.12
Date Filed
ISSUE 1
By (Name)
Sign
FEBRUARY 2009
P3
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SUMMARY OF REVISIONS
4.
1. PMP-11. ELECTRICAL SENSITIVE DEVAICES AND PARTS HANDLING issued.

2. New form A9/INV/016. ESD CONTROLLED AREA CHECKLIST issued.
3. New form A9/INV/017. List of approved personnel for ESD controlled Area issued
1. MCM-MOE Appendix 5 List of Certifying Staff updated.
2. MCM-MME Part 0.2 GENERAL INFORMATION updated.
3. MCM-MME Part 0.3 and MCM-MOE Part 1.7 Manpower Recourses updated.
4. MCM-MOE Part 1.9 ORGANIZATION INTEND SCOPE OF WORK updated.
5. MCMMOE part 0 and MCM-MME part 5 List of Line station Locations updated.
6. MCM-MOE Part 4 List of contracted operators updated.
1. MCM-MME Part 0.2 General Information updated.
2. MCM-MME Part 0.3 and MCM-MOE Part 1.3 Maintenance Management Personnel updated.
3. MCM-MME Part 1 and MCM-MOE Part 5 Quality Assurance Department Forms updated.
4. MCM-MME Part 2 Quality Audit Personnel List updated.
5. MCM-MOE Part 1.2 Quality and Safety policy, Part 1.5 Organisation charts, Part 1.7
Manpower resources and Part 1.9 Organisation intends scope of work updated.
6. MCM-MOE Part 0 and MCM-MME part 5 List of Line station Locations updated.
7. MCM-MOE Part 2 amended.
8. MCM-MOE Part 3.4 Certifying staff qualification and training procedures, Part 3.6 Quality
Audit Personnel, Part 3.7 Qualifying inspectors and Part3.8 Qualifying Mechanics amended.
9. MCM-MOE - APPENDIX 1 QAP-04 The issue and control of authorisation amended.
10. MCM-MOE - APPENDIX 2 MMP-08. Mandatory Occurrence Reporting procedure amended.
11. MCM-MOE - APPENDIX 3 lMP-03. Line maintenance control of aircraft components and
re-certification amended.
12. MCM-MOE - APPENDIX 4 PMP-02 and PMP-03. Suspected unapproved parts charts
amended.
13. MCM-MOE - APPENDIX 5 List of certifying staff updated.
1. MCM-MME Part 0.3.3.4 Engineering Manager Functions has been updated.
5.
1. MCM-MME Part 1.3.5 Maintenance records transfer possibilities new item has been added.
6.
1. Maintenance Organization facilities have been changed.

2. MCM-MME and MCM MOE revised.
3. Certifying staff list updated.
2.
3.
4. Non-certifying staff list created
7.

2. MCM-MOE 1.9 Organization Intend Scope of Work changed (Bombardier CL-600-2B19 2500HRS
Check added)
8.

2. MCM-MOE 1.9 Organization Intend Scope of Work changed. Added Gulfstream GIV-X (G450) and
Cessna T206H LineMaintenance.
9.
10.
1. A new line station at Batumi International Airport added.

1. MCM-MME and MCM-MOE has been revised and updated.
11.
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PART
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FEBRUARY 2009
P5
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LIST OF COPYHOLDERS
COPY No
REGISTERED HOLDER
1.
Georgian Airways Technical Library (Hard Copy)
2.
Georgian Airways Accountable Manager (PDF file)
3.
Georgian Airways Technical Director (PDF file)
4.
Georgian Airways Quality Assurance Manager (PDF file and Hard Copy)
5.
Georgian Airways Production Planning Department (PDF file)
6.
Georgian Airways Engineering Department (PDF File)
7.
Georgian Airways Line Maintenance Department (PDF file)
8.
Georgian Aviation Authority (GCAA) (PDF file)
9.
Georgian Airways Line Stations. (PDF file)
MCM
ISSUE 1
FEBRUARY 2009
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ABBREVIATIONS USED:
AD
ADD
AMC
AML
AMM
AMP
AOC
AOG
APU
ATA
AWL
GCAA
CDCCL
CDD
CDL
CLB
CPCP
CRS
ENG
ETOPS
EWIS
FL
FTS
HIL
IEM
JAA
JAR
JAR-OPS
LMP
LOT
LRU
MCC
MEL
MMEL
MME
MMP
MO
MOR
MPD
MSN
NDT
NRC
QAD
QAP
RSM
SB
SL
TLB
MCM
Part
Page
Revision
Date
Airworthiness Directive
Acceptable Deferred Defect
Acceptable Means of Compliance
Aircraft Mechanics License
Aircraft Maintenance Manual
Aircraft Maintenance Programme
Air Operators Certificate
Aircraft on Ground
Auxiliary Power Unit
Aircraft Transport Association
Airworthiness Limitation
Civil Aviation Agency of Georgia
Critical Design Configuration Control Limitation
Cabin Deferred Defect
Configuration Deviation List
Cabin Log Book
Corrosion Prevention Control Program
Certificate of Release to Service
Engineering
Extended Range Twin Engine Operations
Electrical Wiring Interconnection System
Flight Log
Fuel Tank Safety
Hold Item List
Interpretative and Explanatory Material
Joint Aviation Authorities
Joint Aviation Requirements
Joint Aviation Requirements for Operators
Line Maintenance Procedure
Letter of transmittal
Line Replaceable Unit
Maintenance Control Center
Minimum Equipment List
Master Minimum Equipment List
Maintenance Management Exposition
Maintenance Management Procedure
Maintenance Organisation
Mandatory Occurrence Report
Maintenance Planning Document
Manufacturer Serial Number
Non Destructive Testing
Non Routine Card
Quality Assurance Department
Quality Assurance Procedure
Ramp Service Manual
Service Bulletin
Service Letter
Technical Log Book
ISSUE 1
FEBRUARY 2009

PART I
MAINTENANCE MANAGEMENT
EXPOSITION
Headquarter: 12, Rustaveli Ave, Tbilisi, 0108, Georgia.

Tel.: (995 32) 999130
Fax: (995 32) 999660
Technical Office: 79Airport Colony, Tbilisi, 0158 Georgia.
Tel.: (995 32) 485531
(995 32) 157506
Fax: (995 32) 999660
Issue 1
FEBRUARY 2009

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PART 0 - GENERAL ORGANISATION

CONTENTS
Chapter Title
Page
0.1
CORPORATE COMMITMENT
0.2
GENERAL INFORMATION
0.2.1
Brief Description of Organisation
0.2.2
Relationship with other Organisations
0.2.3
Fleet Composition
0.2.4
Type of Operation
0.2.5
Line Station Locations
0.2.6
Office Accommodation
0.2.7
Document Management and control
0.2.8
Communication
MAINTENANCE MANAGEMENT PERSONNEL
0.3.1
Accountable Manager
0.3.2
Nominated Post Holder for Maintenance
0.3.3
Maintenance Coordination
0.3.4
Duties and Responsibilities
0.3.5
Organisation Charts
14
0.3.6
Manpower Resources& Training Policy
16
0.4
NOTIFICATION PROCEDURE TO THE COMPETENT AUTHORITY
18
0.5
MAINTENANCE MANAGEMENT ORGANISATION EXPOSITION AMENDMENT

PROCEDURES
19
0.3
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CORPORATE COMMITMENT
This Exposition defines the organisation and procedures upon which the Competent Authority (Georgian
CAD) approval of airline Georgian Airways, under ICAO Annex 6, Chapter 8 and JAR-OPS 1 is based.
These procedures are approved by the undersigned and must be complied with, as applicable, in order to
ensure that all maintenance of Georgian Airways fleet is carried out on time to an approved standard.
It is accepted that these procedures do not override the necessity of complying with any new or amended
regulation published by the Competent Authority from time to time where these new or amended
regulations are in conflict with these procedures.
It is understood that the Competent Authority will approve this organisation whilst the Competent Authority
is satisfied that the procedures are being followed. It is understood that the Competent Authority reserves
the right to suspend, vary or revoke the maintenance system approval of the organisation, as applicable, if
the Competent Authority has evidence that procedures are not followed and the standards not upheld.
It is further understood that suspension or revocation of the approval of the maintenance system would
invalidate the Air Operator Certificate (AOC).
Where tasks are delegated throughout this manual to EASA Part-145 approved organisation, Georgian
Airways will not be relived from its overall responsibility. Also in case technical services, including but not
limited to engineering and planning activities, are contracted to other organisations, Georgian Airways
will not be relived from its responsibilities.
As the person having overall responsibility for the Company, I recognise flight safety as a prime
consideration at all times and I commit to provide full support to improve safety culture within the Company.
I also commit to provide full compliance with quality and work safety requirements.
Knowing that the success may only be achieved through the contribution of all staff, and that compliance
with procedures, quality standards, safety standards and regulations is the duty of all personnel, I strongly
encourage all personnel to support our policy and report any maintenance related errors and incidents they
observed. I also encourage all personnel to corporate with the quality auditors of Competent Authority and
Georgian Airways.
Additionally, I commit that Georgian Airways shall observe and follow the best practices to contribute in
the objective of our country to provide sustainable development and to preserve the environment for the
benefit of future generations.
Signed:
Date:
Name:
Robert Oganesian
Title:
First Deputy General Deputy (Accountable Manager)
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0.2
GENERAL INFORMATION
0.2.1
Brief Description of the Organisation
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Airline Georgian Airways has been founded in 1999 as a private LTD Air Company with name Airzena
Georgian Airlines by join three Georgian Air company: Airzena, Air Georgia and Georgian Airlines. In
October 2005 it was renamed as Georgian Airways.
The top body of the Company is the partners meeting. The Georgian Airways statute body is the
General Director of the Company.
The First Deputy General Director of Georgian Airways is the Accountable Manager in the sense of
regulation, he has the corporate authority to ensure that all operational activities and maintenance are
financed and carried out in compliance with procedures acceptable for the Competent Authority.
Organisation chart of the Company is briefly described in paragraph 0.3.5
Company Head Quarters:
Technical Head Quarters:
12, Rustaveli Avenue

Tbilisi, Georgia
Tel.
+ 995 32 299 9730
Fax. + 995 32 299 9660
79 Airport colony, 0158

Tbilisi, Georgia
Tel. + 995 32 248 5531; +995 32 2157506.
Fax. + 995 32 299 9660
0.2.2
Relationship with other Organisations
Georgian Airways currently operates independently of any other organisations with the exception of
maintenance support, which is provided by the contracted Continuing Airworthiness Management and
approved Maintenance organisations.
0.2.3
Fleet Composition
Georgian Airways fleet composition as of September 2012 is the following:
Aircraft Type
1
2
3
4
5
6
7
8
9
B 737- 500
B 737- 500
CL-600-2B19 (CRJ-100)
CL-600-2B19 (CRJ-200)
CL-600-2B19 (CRJ-200)
CL-600-2B19 (CRJ-200)
CL-600-2B19 (CL 850)
Cessna T206H
Gulfstream GIV-X (G450)
Reg. No
MSN
4L-TGA
4L-TGI
4L-GAL
4L-TGG
4L-TGS
4L-TGB
4L-GAA
4L-GAM
4L-GAF
28055
26336
7076
7386
7373
7442
8046
T20608957
4106
Engine
CFM56-3C1
CFM56-3C1
CF34-3A1
CF34-3B1
CF34-3B1
CF34-3B1
CF34-3B1
TIO-540-AJIA
TAY611- 8C
Note:
Removal of the Aircraft from the list / Addition of a new aircraft which is the same type of aircraft
available in current fleet is not a reason for a revision of MCM .

Fleet composition list is revised when a new type of aircraft is added to the fleet.
Current fleet composition is stated in AOC.
0.2.4
Type of Operation
Georgian Airways provides scheduled and charter flights dedicated to the commercial air transportation
of passengers and cargoes.
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Line Station Locations.
The line station locations, as of September 2012 are the following:

Line stations Airport
City
Country
TBS
Tbilisi
Georgia
BTI
Btumi
Georgia
0.2.6
Office Accomodation.
Office accommodation shall be such that the incumbents, whether they be maintenance management,
monitoring of planning and engineering or quality staff, can carry out their designated tasks in a manner
that contributes to good maintenance standards.
0.2.7
Document Management and control.
Document management and control system shall be performed in accordance with established standards
specified in Corporate Standard Manual Chapter 3 Paragraph 3 Document management System.
Georgian airways Aircraft Maintenance Technical centre shall hold applicable current maintenance data on
behalf of Georgian Airways Technical Directorate.
0.2.8
Communication.
Internal communication system and methods of Georgian Airways are explained in Georgian Airways
Corporate stahdards&Organisational Management System Manual Chapter 4 Item 3.8. One of the
communication methods which are used in Technical Directorate is periodic meetings.
E-mail, intranet, fax, telephone and letters shall be used as communication methods with external
organisation that conduct outsources operational functions.
Contact information of all domestic and international line stations can be found in table 0.2.5
MCM-MME
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PART I
0.3
MAINTENANCE MANAGEMENT PERSONNEL
0.3.1
Accountable Manager
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In the sense of ICAO Annex 6, Chapter 8 and JAR-OPS 1 regulation the Accountable Manager of the
Georgian Airways is the First deputy of General Director (GD) of the Air Company; he is also responsible
for the validity of the Air Operator Certificate (AOC).
The Accountable Manager/ First Deputy General Director has the corporate authority to ensure that all
operations and maintenance activities can be financed and carried out with applicable regulations and
standards of Georgian Airways acceptable for the Competent Authority.
He is responsible for ensuring that all the requirements of ICAO Annex 6, Chapter 8 and JAR-OPS 1,
Subpart M are met through effective management of safety and quality in maintenance operation and
supervision and control of maintenance activities in conjunction with the Airlines' policy and strategy and
this Maintenance Management Exposition (MME).
The Accountable Manager is also responsible for the appointment of the Nominated Post Holder for
Maintenance.
The duties and responsibilities associated with this post are held by:
Mr. Robert Oganesian
In case of absence Garegin Elibegov, Technical Director, replaces him.
0.3.2
Nominated Post Holder for Maintenance
The Nominated Post Holder for maintenance on behalf of Georgian Airways is the Technical Director.
The Technical Director is accountable to the First deputy General Director(the Accountable Manager) for
ensuring that maintenance of all aircraft is performed in accordance with the Maintenance Program (MP)
and all maintenance is carried out in accordance with policies and procedures contained in the
Maintenance Control Manual (MCM) on time and to an approved standard such that the maintenance
responsibility requirements prescribed in ICAO Annex 6, Chapter 8 and JAR-OPS 1 are satisfied, for all
aeroplanes operated under the terms of its Air Operators Certificate (AOC).
The Technical Director is accountable to the First Deputy General Director (the Accountable Manager) for
ensuring:
-
The management of safety risk of maintenance operations.
Maintenance operations are conducted in accordance with conditions and restrictions of the Air
Operators Certificate (AOC), and in compliance with applicable regulations and standards of the
Georgian Airways.
Each aircraft is maintained in an airworthy condition;
Operational and emergency equipment necessary for flight is serviceable;
The Certificate of Airworthiness of each aircraft remains valid.
Requirements:
1. Practical experience and expertise in the application of aviation safety standards and safe maintenance
practices;
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2. Comprehensive knowledge of:

(a) Part-M and any associated requirements and procedures (MME);
(b) The maintenance organisation manual (MOE);
3. Five years aviation experience of which at least three years should be practical maintenance experience;
4. Knowledge of the relevant type(s) of aircraft or components maintained;
5. Knowledge of maintenance standards.
Mr. Garegin Elibegov.
In case of absence both Engineering Manager, replaces him.
0.3.3
Maintenance Coordination
Maintenance coordination is ensured by the appointment of the following persons:

0.3.3.1
Quality Assurance Manager
The Quality Assurance Manager is accountable to the First Deputy General Director and has direct access
to him with respect to quality and airworthiness issues.
The Quality Assurance Manager is responsible for monitoring:
That the company is in compliance with the requirements of ICAO Annex 6, Chapter 8 and JAROPS 1 at all times.
That all maintenance is carried out by appropriately approved maintenance organisation as required
by ICAO Annex 6, Chapter 8 and JAR-OPS 1.
That all contracted maintenance is carried out in accordance with the contract in force.
Mr. Mikheil Enukidze
In case of absence Quality Assurance Manager Deputy, replaces him.
In case of absence both Engineering Manager, replaces him
0.3.3.2
Line Maintenance Manager
The Line Maintenance Manager is accountable to the Technical Director. The Line Maintenance Manager
is responsible for performance of line scheduled or unscheduled maintenance activities, for the
accomplishment of pre-flight inspections and ground handling activities on the aircrafts in accordance with
applicable Authorities, manufacturers instructions, Georgian Airwayss manuals and with this MME.
In case of absence, one of the Supervisors replaces him.
0.3.3.3
Logistics Manager
The Logistics Manager is accountable to the Technical Director. The Logistics Manager is responsible for
the Georgian Airways stores systems, procurement and purchasing of aircraft components and
materials in accordance with applicable Authorities approved standard.
In case of absence, one of the Duty Logistic replaces him.
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Engineering Manager
The Engineering Manager is accountable to the Technical Director. He is responsible for the continuing
airworthiness management.
In case of absence, one of the Engineers replaces him.
0.3.3.5
Production Planning Manager
The Production Planning Manager is accountable to the Technical Director. He is responsible for planning
aircrafts for flights and scheduling of all maintenance activities according maintenance programme in
cooperation with flight operation and commercial departments.
In case of absence Engineering Manager, replaces him.
0.3.3.6
Sales and Contract Manager
The Sales and Contract Manager is accountable to the Technical Director. He is responsible for Contracts
creation, archiving, administration, management, introduction, reporting, procurement, financial reporting.
In case of absence Technical Director, replaces him.
0.3.4
Duties and Responsibilities
0.3.4.1
Accountable Manager
The Accountable Manager has the overall responsibility for meeting the requirements of ICAO Annex 6,
Chapter 8 and JAR-OPS 1. He is responsible for ensuring that all necessary resources are available to
accomplish all maintenance in accordance with approved standard. In particular, he is responsible for
ensuring that adequate contractual arrangements exist. This includes, amongst others, provision of: facilities,
material and tools, sufficient competent and qualified personnel in relation to the work to be undertaken. All
of this with a view to ensuring that all due maintenance is performed on time and in accordance with the
applicable requirements, regulations and approved standards and that the aircraft has a valid Certificate of
Airworthiness for all flights undertaken.
The Accountable Manager has the financial responsibility for all of the maintenance arrangements.
The Accountable Manager has Authority to make decision that affect the safety of maintenance operations of
Georgian Airways.
His duties and responsibilities are:
Define the airline policy and strategy as formulated by the General Director.
Specifying methods, aircraft, technology and resources by which this strategy is to be achieved.
Prepare plans and programmes for present/future developments of the company.
Create and manage the companys organisation through which these plans/programmes may be
implemented.
Delegate to respective managers the full responsibility for the day-to-day management of matters
associated with the Authority approvals to ensure that all procedures are established to ensure good
maintenance practices.
Ensure that all statutory charges as prescribed by the Competent Authority are paid as and when
they are levied.
To create a management team to implement company policy.
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Oversight and improve the management of safety and quality in maintenance operations.
Supervise and control of maintenance activities of Georgian Airways.
Ensuring the health, safety, well being and discipline of all staff.
Acting as final arbiter in all disciplinary hearings.
For co-ordinating the activities of the various branches of the company.
Reviewing at suitable intervals the performance of company staff and advising them accordingly.
Liaise as necessary on a person-to-person basis with all company staff to help promote and maintain
a high standard of staff moral.
Reviewing at appropriate intervals the salaries/expenses structure of the company.
Maintaining contacts in the companys interest with other companies, the Competent Authority (all
departments as necessary). Professional associations, trade unions etc.
Ensuring at all times the safe conduct of Public Transport operations.
Being the Accountable Manager in terms of the Company Quality System.
Ensuring that the Quality System as required by ICAO Annex 6, Chapter 8 and JAR-OPS 1 is
effective in its application and have responsibility for any corrective/remedial action resulting from the
quality compliance monitoring.
0.3.4.2
Technical Director
The establishment and development of the maintenance system, including the maintenance
programme as required by ICAO Annex 6, Chapter 8.3 and JAR-OPS 1;
The establishment and development safety risk management in the maintenance operations as
required by ICAO Annex 6, Chapter 8.3 and JAR-OPS 1;
Ensuring Maintenance operations are conducted in accordance with conditions and restrictions of
the Air Operators Certificate (AOC), and in compliance with applicable regulations and standards of
the Georgian Airways.
Ensuring that each aeroplane is maintained in an airworthy condition as required by ICAO Annex 6,
Chapter 8.1 and JAR-OPS 1;
Ensuring that the operational and emergency equipment necessary for an intended flight is
serviceable as required by ICAO Annex 6, Chapter 8.1 and JAR-OPS 1;
The accomplishment of pre-flight inspections;
The rectification to an approved standard of any defect and damage affecting safe operation, taking
into account the minimum equipment list and configuration deviation list for the aeroplane type;
The accomplishment of all maintenance in accordance with approved aeroplane maintenance

programme specified in ICAO Annex 6, Chapter 8.3 and JAR-OPS 1;
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The accomplishment of any operational directive, airworthiness directive and any other continued
airworthiness requirement made mandatory by the Competent Authority;
The accomplishment of modifications in accordance with an approved standard and, for non
mandatory modifications, the establishment of an embodiment policy;
Ensuring that Certificate of Airworthiness of each aeroplane operated remains valid;
The relationship with the maintenance contractor(s) and ensuring that all maintenance is performed
by approved maintenance organisation as required by ICAO Annex 6, Chapter 8.1 and JAR-OPS 1;
The establishment of the Georgian Airways Technical Log as required by JAR-OPS 1;
Ensuring that maintenance records are kept as required by ICAO Annex 6, Chapter 8.4 and JAROPS 1;
Ensuring that Georgian Airways flight crews are fully trained and authorised to issue Certificates of
Release to Service where necessary and appropriate;
Reporting any occurrences to the Quality Assurance as required by JAR-OPS 1.420;
Monitoring the amendment and control of this MME.
Review and implementation, as appropriate, of the Competent Authority and JAR-OPS 1

requirements.
0.3.4.3
The establishment, development, and management of the overall Georgian Airways Quality
System for aircraft maintenance including the associated feedback system to monitor compliance
with, and the adequacy of, procedures required to ensure safe operational practices and airworthy
aeroplanes;
Monitoring the Airworthiness of the aeroplanes as required by ICAO Annex 6, Chapter 8.1 and JAROPS 1;
Reporting to the Accountable Manager on the performance of the Quality System to enable formal
review and consideration of improvement actions;
Informing and advising the Accountable Manager on quality and compliance matters;
Informing and advising the Technical Director on quality matters. Quality Assurance Manager may
request remedial action as necessary;
Planning and implementation of audits of procedures, audits of products, audits of suppliers;

organising and carrying out the audits, setting up the reports. Then, follow up, coordination and
monitoring the corrective actions;
Coordination during external audits (Authorities, Customers, third party auditors);
Participation in the investigation of Air Safety Reports and Occurrence Reports in liaison with the
Flight Operations Department as and when appropriate; Reporting any occurrences to the
Authorities and manufactures;
Monitoring of all contracted ground handling and maintenance, including sub-contracted work, to
ensure that it is carried out in accordance with the approved standard and contract in force;
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Monitoring of maintenance management activities;
The analysis of the effectiveness of the Maintenance Programme as required by JAR-OPS Subpart
M;
Monitoring of all aircraft, engine, component and equipment maintenance to ensure that it is carried
out by an appropriate approved Part-145 maintenance organization;
Liaison with the Georgian Airways Flight Operations Department with respect to quality matters
of mutual interest;
Communications with the Competent Authority with respect to quality, compliance and certification
matters;
Monitoring the compliance with all applicable Airworthiness Directives;
That the Certificate of Airworthiness for each aeroplane operated by the company remains valid in
respect of:
1. the airworthiness of the aeroplane;
2. the expiry date specified on the Certificate and,
3. any other condition specified in the Certificate;
The administration of required Competent Authority Airworthiness Publications and revision service;
The control of all aircraft records and log books;
Taking into account the Human Factors and Human Performance facts.
0.3.4.4
Ensuring that pre-flight inspection is accomplished to the approved standard;
Ensuring that the operational and emergency equipment necessary for an intended flight is
serviceable;
Ensuring that all ground handling work is performed to the approved standard;
Ensuring that all line maintenance is carried out by contracted appropriately approved maintenance
provider;
Ensuring that sufficient and qualified personnel required to perform all work is available;
Carrying out corrective action resulting from the quality compliance monitoring;
Ensuring training and recurrent training for the maintenance and handling staff as required;
Maintaining working areas in clean and orderly manner;
To drill the maintenance and handling staff in observing safety and precautionary measures;
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Ensuring that equipment and tools required for maintenance and handling activities is in proper and
certified condition;
Induce timely orders for aircraft parts, aircraft components and other means required for aircraft
maintenance;
Collecting man-hours required for maintenance and handling;
0.3.4.5
Logistics Manager
Ensuring that sufficient spares, expendable and consumable material are available to ensure all
maintenance is performed in accordance with Part-145;
Ensuring that all components and material intended for fitment on aircraft and for use during
maintenance are approved in accordance with Part-145:
1. Components: Authorised Release Certificate (FAA Form 8130-3 or TCA Form 24-0078 or
EASA Form 1 issued up to 28 September 2010,EASA Form 1 issue 2 or JAA Form 1 issued
up to September 2004 or for new components in according with Part-21);
2. Material, ingredient, standard part: Certificate of Conformity;
3. Cabin Material: fully supported with the appropriate burn tests and is in compliance with
FAR 25.853.
Ensuring that the storage facilities provide security for serviceable parts, segregation of
unserviceable from serviceable parts, and prevent deterioration of and damage to stored items;
Monitoring of purchase orders for all aircraft parts and materials from approved suppliers;
Monitoring of delivery dates;
Monitoring of turn around time of component;
Monitoring custom activities for import and export;
Timely acquire aircraft spare parts and material;
To perform inventory control;
Receiving goods and handle the information procedures as required;
To perform incoming inspection of parts and material;
Monitoring all storage activities;
Storage all parts and material in accordance with manufactures instructions;
Ensuring timely order for parts and material;
Shipping of parts and material and ensuring that appropriate containers are available and used;
Checking of material bills for correctness;
Carrying out corrective actions resulting from quality compliance monitoring.
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Engineering Manager
Monitoring all continuing airworthiness tasks as required by ICAO Annex 6, Chapter 8 and JAR-OPS
1;
Monitoring status of airworthiness directives, operational directives, modifications and repairs;
To provide maintenance programme including Aircraft Maintenance Schedule (AMS) and

Component Operating and Storage Limits (COSL);
Monitoring aircraft airworthiness record system;
Monitoring Georgian Airways Technical Log system;
Monitoring status of life limited components;
Provide all necessary maintenance data to maintenance provider;
Provide all required documentation to perform airworthiness directives, operational directives,

mandatory and optional modifications, repairs;
Ensuring that all airworthiness directives, operational directives, all mandatory modifications and
repairs are performed in time and in accordance with manufacturer and Competent Authority
requirements;
Provide all vendor, authority and internal publication and amendment services required by the
various maintenance departments;
Provide work schedule and work package for work to be performed to maintenance organisation;
Monitoring fleet performance, including condition monitoring and reliability monitoring of engines and
aircraft components, evolution and remedy action;
0.3.4.7
Planning and coordination of scheduled and unscheduled maintenance;
Preparation of the aircraft flight schedule in coordination with the Flight Operation and Commercial
Departments;
Transfer of all flight operation documents to the respective departments;
Providing and planning documentation required for all maintenance activities;
Planning and availability of all necessary personnel, tools, equipment, material, maintenance data
and facilities to ensure the safe completion of the maintenance work.
Carrying out corrective actions resulting from the quality compliance monitoring;
To be responsive to aircraft/engine/component manufacturers contracted

organisations, ground handling organisations and other maintenance organisations.
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Sales and Contract Manager
Developing, preparing and establishing business action plans and strategies for effective search
of sales leads and prospects to expand the customer base.
Provide timely feedback to senior management regarding performance.
Meeting legal, business and all other contractual activities. (Creation, archiving, administration,
management, introduction, reporting, procurement, financial reporting)
Managing all features and stages of contractual agreements. Setting forth and defining all the
terms and the conditions in the agreement.
Managing the contract process, monitor costs, improve and optimize profitability for the contract life
cycle.
Meeting with the contractor on a regular basis to review progress, discuss problems and consider
necessary changes.
Identifying potential problems and solutions.
Resolving disputes in a timely manner.
Maintaining appropriate records.
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0.3.5
Organisation charts
0.3.5.1
General Organisation Chart
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There are three levels of the Companys organisational structure; first of them breaks the Company into
Divisions and Organisation units of the same level; on the second level of the Companys structure below
Divisions are divided to Departments and/or Independent Sections; finally on the third level of the
Companys structure Departments are divided to Sections.
SECURITY
DEPARTMENT
GENERAL DIRECTOR - GD
FIRST DEPUTY GD/

ACCOUNTABLE MANAGER
FLIGHT
QUALITY ASSURANCE
MANAGER-OPERATIONS
SAFETY
ADMINISTRATIVE
(Division)
FINANCE
(Division)
MARKETING
(Division)
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TECHNICAL
(Division)
INTERNATIONAL
(Division)
FLIGHT
OPERATIONS
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Maintenance Management Organisation Chart
FIRST DEPUTY GD/

ACCOUNTABLE MANAGER
(Robert Oganesian)
QUALITY ASSURANCE
MANAGER (Technical)
(Mikheil Enukidze)
POSTHOLDER OF
MAINTENANCE/TD
(Garegin Elibegov)
QAM Deputy
SALE & CONTRACT

MANAGER
(Garegin Elibegov)
ENGINEERING
MANAGER
(George Nadibaidze)
PRODUCTION PLANNING
MANAGER
(Tamuna Sepashvili)
Production
Planning and
MCC
LINE MAINTENANCE
MANAGER
(Garegin Elibegov)
Airframe & Power

Plant Supervisor
LOGISTICS
MANAGER
(Guzel Zalialova)
Logistic
s
Avionic
Supervisor
Store
Maintenance
and Flight
Planning
Engineers
Technical Library
and Archive
Computer Support
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Manpower Resources and Training Policy
0.3.6.1
Manpower Resources
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As of September 2012, the number of employees dedicated to the performance of the Maintenance
system is the following:
Accountable Manager
Quality Monitoring
Potholder of Maintenance / Technical director
Engineering Manager
Logistics Manager
Contracts Engineer
Supervisor
Production Planning and MCC staff
Line Maintenance and Ground Handling Staff
Engineering Staff
Logistics
Store Operators
Others
Total
0.3.6.2
1
1
1
1
1
1
2
4
35
2
1
4
54
Training Policy
Training will be provided by Georgian Airways to ensure that each member of staff is adequately trained to
carry out the functions of and satisfy the responsibilities associated with the JAR-OPS Subpart M
Maintenance Management function. Where changes occur to the organisation, to its procedures, types
operated etc., and then suitable continuation training will be provided where necessary.
Training system includes:
Introduction training
Basic training
Continuation (recurrent) training
Introduction training will comprise of an introduction to the company organization, procedures, forms used
and other regulations associated with the action of company.
Basic training will comprise of special Basic technical training, practical/theoretical task oriented training,
type related theoretical training acc. ATA specification, and special task rating practical/theoretical training.
Continuation training is a two way process to ensure that staff remain current in terms of procedures,
human factors and technical knowledge. Continuation training should cover changes in relevant
requirements such as changes in organization procedures and the modification standard of the products
being maintained plus human factor issues identified from any internal or external analysis of incidents.
It should also address instances where staff failed to follow procedures and the reasons why particular
procedures are not always followed. In many cases the continuation training will reinforce the need to
follow procedures and ensure that incomplete or incorrect procedures are identified to the company in
order that they can be corrected.
Human factor and Fuel tank safety (Phase I and Phase II) trainings are defined as continue training and
included as mandatory training for Georgian Airways engineering and maintenance staff and management
personal and renewed once an every two years.
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Continuation training shall take place at least every 24 months of sufficient duration and may be split into a
number of separate elements. Therefore sufficient duration should be related to relevant sources of
information available to the organization on human errors in maintenance.
Training needs will be reviewed at intervals not exceeding two years by the Vice-President and the
Nominated Post Holder for Maintenance or at more frequent intervals if and when significant changes occur
to the organisation, procedures and aircraft types operated.
0.3.6.2.1
Management Staff
The management staffs are qualified as Licensed Aircraft Maintenance Engineers. They have received
specific training on the fleet aircraft type, to at least a general familiarisation level.
0.3.6.2.2
Certifying Staff
Certifying Staff are required to hold a current Georgian CAA Aircraft Maintenance Licence or Part-66 Licence
in the category in which they are primarily required to be authorised. In addition the certifying personnel will
have received, and successfully completed, formal in depth type training (at approved Part-147 or equivalent
training facility) in the discipline(s) for which they are authorised to issue a Certificate of Release to Service
(CRS)
0.3.6.2.3
Non Certifying Staff
Non-Certifying mechanics will be required to demonstrate a level of experience in the servicing and
maintenance of civil aircraft. In addition they will receive training as appropriate to the duties they are
required to perform. Such training may be provided by an approved Part-147 training organisation or
equivalent, or by on the job training under supervision of certifying staff, for which a certified record will be
maintained.
0.3.6.2.4
All Staff
All staff engaged in maintenance activities, will in addition be trained in company regulations and procedures,
and those in aspects of JAR-OPS 1 and Part-145 as required in the performance of their duties.
0.3.6.2.5
Quality Assurance Staff
Staff engaged in quality auditing of the JAR-OPS 1 subpart M and Part-145 activities associated with fleet
maintenance, will have a good working knowledge of the activities being audited, and trained in auditing
techniques as appropriate.
The Quality Assurance staff must be in possession of the following knowledge:
Quality System in accordance with the ICAO, JAR-OPS 1, IATA regulations,

Relevant aviation laws, regulations and standards (ICAO, JAR-OPS 1, EASA, IATA),
Quality functions within the organization,
Basics of quality management,
Conducting different audits using and interpreting applicable standards and requirements,
Developing and communicating an audit plan within a defined scope that identifies applicable
standards,
Execution of audits using generally accepted audit techniques,
Presenting objectively verified non-conformances to the audited standard,
Communicate audit reports and resulting corrective action to the auditee;
Evaluating resulting corrective actions and their effectiveness.
Full details are to be found in the Georgian Airways Quality Assurance Procedure, QAP-03.
(Appendix 3 MME)
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NOTIFICATION PROCEDURE TO THE AUTHORITY
It is a requirement to notify the Competent Authority regarding any changes to the Operators maintenance
arrangements, location, personnel, company activities or approval.
The Accountable Manager for Georgian Airways will undertake to advise the Competent Authority of any
changes with respect to:
The companys name and location(s);
The persons specified in paragraph 0.3 of this Maintenance Management Exposition (MME).
The operation, procedures or maintenance support arrangements insofar as they affect the ICAO
Annex 6, Chapter 8 and JAR-OPS Subpart M. This includes the contracted maintenance support
organisations, the maintenance programmes(s), the technical log, contracted person(s) in support
of the Maintenance Management/ Quality system functions.
Any changes will be notified to the Competent Authority as soon as practicable by the Accountable Manager
to enable Georgian Airways to determine continued compliance with ICAO Annex 6, Chapter 8 and JAROPS Subpart M.
Georgian Airways will not incorporate such changes until the change has been assessed and approved by
the Competent Authority.
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0.5 MAINTENANCE MANAGEMENT EXPOSITION AMENDMENT PROCEDURES

The Georgian Airways Maintenance Management Exposition is an approved document under the
requirements of ICAO Annex 6, Chapter 8 and JAR OPS 1 Subpart M.
The Georgian Airways Maintenance Management Exposition design takes in account Human factors
Principles.
All changes to the Exposition must be controlled and for major changes approved by the Competent
Authority (Georgian GCAA) accordingly.
The Accountable Manager for Georgian Airways is responsible for ensuring that all changes within the
Company structure or activities, or maintenance or airworthiness requirements, or to the Operators
Maintenance Programme, or to this Maintenance Management Exposition are notified to the Competent
Authority (Georgian GCAA) as soon as practicable for approval in accordance with this procedure.
The Technical Director as the nominated post holder for Maintenance is responsible for reviewing the MME
and for preparing any amendments.
All amendments will be endorsed by the Georgian Airways Accountable Manager and/or Quality
Assurance Manager prior to submission to the Competent Authority (Georgian GCAA) for approval, before
incorporation in the MME.
Each page will be identified by the company title, document reference, part/page number and endorsed with
issue number and date of issue.
Proposed amendments will be raised and issued in sequential numerical order with a covering letter of
transmittal signed by the nominated post holder for maintenance and application made to the Competent
Authority (Georgian GCAA) for approval.
MME amendment becomes effective when approved by Competent Authority (Georgian GCAA).
On receipt of the approved amendment document from the Competent Authority (Georgian GCAA) the
nominated post holder for maintenance is responsible for ensuring the distribution of approved revisions to
the registered Exposition Manual holders as published in the Distribution List contained in the introduction
pages of this Exposition within 15 days after the approval of Competent Authority (Georgian GCAA).
A revised List of Effective Pages will be issued with each amendment showing the latest issue status of
each page in the Exposition Manual.
Registered holders, on receipt of the amendments, are responsible for incorporating the revisions in their
copy of the manual in accordance with the revision instructions issued with the amendment notice. The
acknowledgement slip of accomplishment is to be returned to Georgian Airways.
Any observed errors or omissions must be brought to the attention of the nominated post holder for
maintenance.
Minor changes to the MME Exposition regarding items such as spelling/grammar/layout/
numbering/collating etc may be amended by Georgian Airways without Competent Authority Approval
subject to approval by the Georgian Airways Accountable Manager and/or Quality Assurance Manager.
The MME will be reviewed at intervals not exceeding 12 months or more frequently when significant changes
occur which affect the content of the Maintenance Management Exposition (MME).
The nominated post holder for maintenance will be responsible for notification and control of the Review
Meeting. Minutes will be taken of each meeting and retained for reference purposes. The Georgian
Airways Accountable Manager is expected to chair the meeting.
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0.5 MAINTENANCE MANAGEMENT EXPOSITION AMENDMENT PROCEDURES

The Georgian Airways Maintenance Management Exposition is an approved document under the
requirements of ICAO Annex 6, Chapter 8 and JAR OPS 1 Subpart M.
The Georgian Airways Maintenance Management Exposition design takes in account Human factors
Principles.
All changes to the Exposition must be controlled and for major changes approved by the Competent
Authority (Georgian GCAD) accordingly.
The Accountable Manager for Georgian Airways is responsible for ensuring that all changes within the
Company structure or activities, or maintenance or airworthiness requirements, or to the Operators
Maintenance Programme, or to this Maintenance Management Exposition are notified to the Competent
Authority (Georgian GCAD) as soon as practicable for approval in accordance with this procedure.
The Technical Director as the nominated post holder for Maintenance is responsible for reviewing the MME
and for preparing any amendments.
All amendments will be endorsed by the Georgian Airways Accountable Manager and/or Quality
Assurance Manager prior to submission to the Competent Authority (Georgian GCAD) for approval, before
incorporation in the MME.
Each page will be identified by the company title, document reference, part/page number and endorsed with
issue number and date of issue.
Proposed amendments will be raised and issued in sequential numerical order with a covering letter of
transmittal signed by the nominated post holder for maintenance and application made to the Competent
Authority (Georgian GCAD) for approval.
MME amendment becomes effective when approved by Competent Authority (Georgian GCAD).
On receipt of the approved amendment document from the Competent Authority (Georgian GCAD) the
nominated post holder for maintenance is responsible for ensuring the distribution of approved revisions to
the registered Exposition Manual holders as published in the Distribution List contained in the introduction
pages of this Exposition within 15 days after the approval of Competent Authority (Georgian GCAD).
A revised List of Effective Pages will be issued with each amendment showing the latest issue status of
each page in the Exposition Manual.
Registered holders, on receipt of the amendments, are responsible for incorporating the revisions in their
copy of the manual in accordance with the revision instructions issued with the amendment notice. The
acknowledgement slip of accomplishment is to be returned to Georgian Airways.
Any observed errors or omissions must be brought to the attention of the nominated post holder for
maintenance.
Minor changes to the MME Exposition regarding items such as spelling/grammar/layout/
numbering/collating etc may be amended by Georgian Airways without Competent Authority Approval
subject to approval by the Georgian Airways Accountable Manager and/or Quality Assurance Manager.
The MME will be reviewed at intervals not exceeding 12 months or more frequently when significant changes
occur which affect the content of the Maintenance Management Exposition (MME).
The nominated post holder for maintenance will be responsible for notification and control of the Review
Meeting. Minutes will be taken of each meeting and retained for reference purposes. The Georgian
Airways Accountable Manager is expected to chair the meeting.
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CONTENTS
Chapter Title
1.1
1.1.1
1.1.2
Page
AIRCRAFT TECHNICAL LOG UTILISATION AND MEL APPLICATION
Aircraft Technical Log
1.1.1.1
General
1.1.1.2
Instructions for Use
1.1.1.3
Aircraft Technical Log Approval
Minimum Equipment List (MEL) Application
1.1.2.1
General
1.1.2.2
MEL Classes
1.1.2.3
Application
1.1.2.4
Acceptance by the Crew
1.1.2.5
Management of the MEL Time Limits
1.1.2.6
MEL Time Limitation Overrun
Cessna T206H aircraft Journey Log book (JLB) description and usage
1.1.3.1 Kind of operation equipment list (MEL).
AIRCRAFT MAINTENANCE PROGRAMMESDEVELOPMENT AND

AMENDMENT
1.2.1
General
1.2.2
Content
1.2.3
Development
1.2.3.1
Sources
1.2.3.2
Responsibilities
1.2.3.3
Manual amendments
1.2.3.4
Acceptance by the Authority
1.2.3.5
Permitted variations from Maintenance Program
1.1.3
1.2
TIME AND MAINTENANCE RECORDS, RESPONSIBILITIES, RETENTION,

ACCESS
11
1.3.1
Hours and Cycles recording
11
1.3.2
Maintenance records
12
1.3.3
Maintenance records preservation
13
1.3.4
Transfer of Maintenance Records
13
1.3
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1.3.5
Maintenance Records transfer possibilities.
13
1.3.6
Fuel and Oil records
13
ACCOMPLISHMENT AND CONTROL OF AIRWORTHINESS DIRECTIVES
14
1.4.1
Airworthiness Directive information
14
1.4.2
Airworthiness Directive decision
15
1.4.3
Airworthiness Directive control
16
1.5
ANALYSIS OF THE EFFECTIVNESS OF THE MAINTENANCE PROGRAMME
17
1.6
NON-MANDATORY MODIFICATION EMBODIMENT POLICY
18
1.7
MAJOR MODIFICATION STANDARDS
19
1.8
DEFECT REPORTS
20
1.8.1
Analysis
20
1.8.2
Liaison with Manufacturers and Regulatory Authorities
20
1.8.3
Deferred Defect Policy
21
1.8.4
Recurring defects
21
1.9
ENGINEERING ACTIVITY
22
1.10
RELIABILITY PROGRAMMES
23
1.11
PRE-FLIGHT INSPECTIONS
24
1.11.1
Preparation of Aircraft for flight
24
1.11.2
Sub-contracted ground handling function
24
1.11.3
Security of cargo and baggage loading
25
1.11.4
Control of refuelling, quantity/quality
25
1.11.5
Control of snow, ice, dust and sand contamination to an approved standard.
26
1.12
AIRCRAFT WEIGHING
27
1.13
FLIGHT TEST PROCEDURES
28
1.14
SAMPLE OF DOCUMENTS, TAGS, AND FORMS USED
29
1.4
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AIRCRAFT TECHNICAL LOG UTILISATION AND MEL APPLICATION
1.1.1
Aircraft Technical Log
1.1.1.1
General
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It is the requirement of ICAO Annex 6, Chapter 11.5 and JAR-OPS 1.915 that:
(a) in the case of commercial air transport an operator must use an aircraft Technical Log System (TLS)
containing the following information for each aircraft:
Information about each flight necessary to ensure continued flight safety, and;
The current aircraft Certificate of Release to Service (CRS), and;
The current maintenance statement giving the aircraft maintenance status of what scheduled and
out of phase maintenance is next due except that the Competent Authority may agree to the
maintenance statement being kept elsewhere, and;
All outstanding deferred defects that affect the operation of the aircraft, and;
Any necessary guidance instructions on maintenance support arrangements.
(b) the aircraft technical log system and any subsequent amendment must be approved by the Competent
Authority.
The Technical Log in use with Georgian Airways is designed to allow recording of defects, malfunctions,
and maintenance performed on the aircraft to which it applies whilst the aircraft is operating between
scheduled maintenance inspections. In addition it includes maintenance information required by the
operating crew and is used for recording operating information relevant to flight safety.
The Technical Log of Georgian Airways comprises of Six Sections as required by JAR-OPS 1.915. The
information to be found in each section is as follows:
Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Name and Address of Company, Aircraft Type and Registration.

Maintenance Statement, Out of Phase Maintenance Requirements, Current CRS.
Technical Log Book pages.
Flight Log pages.
Cabin Log Book pages.
Acceptable Deferred Defects (Hold Item List).
Maintenance Support Information and contact details.
Aircraft Damage Charts.
It is Georgian Airways policy to use Cabin Log Book (CLB), as part of the Aircraft Technical Log Book
(TLB) and Flight Log (FL), although they held in a separate binder.
1.1.1.2
Instructions for use
Each aircraft is required to carry a Technical Log. Each Log must be completed by the relevant Flight Crew
and by maintenance personnel and will represent an immediate reflection of the serviceability state of the
aircraft to which it relates.
Section 1
This section details the registered operators name and address, the aircraft type, and the
registration markings.
Section 2
A copy of the current Aircraft Maintenance Statement, the Certificate of Release to Service
following the last Scheduled Maintenance, Certificate of Maintenance Review, details of
any Out of Phase Maintenance, repetitive line maintenance inspections, the details of
when the next Line and Base maintenance are due.
Section 3
This section contains the TLB, CLB and FL pages, for recording fuel and fluid uplifts,
pre- flight inspections and maintenance, defects and actions, CRS, de-icing, departure and
arrival stations, flight times and cycles, engine parameters, and the captains acceptance
by signature.
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Section 4
This section contains the acceptable deferred defects (Hold Item List) pages which
contains a summary of defects, which have been carried forward from the TLB pages
and/or CLB pages on which they were first entered (but not rectified) where defects
allowable in accordance with the MEL/CDL. Time limits are set, with due regard to any
restrictions applicable, which control when the item must be rectified and cleared.
Section 5
This section details the maintenance support information. This includes information about
Used (Engine and APU Oil, Hydraulic) fluids and contact names and numbers.
Section 6
This section contains charts for the recording/mapping of damage to the aircraft.
The Technical Log System Books have the necessary number of copies to satisfy legal requirements, for a
copy to be left on the ground prior to flight and for the use of Engineering and Maintenance.
The TLB page is principal medium for recording service data and maintenance activity to ensure a
continued state of airworthiness of aircraft; all entry should be made by flight crew (PIC) and authorised
ground and maintenance personnel.
Flight Log is for recording flight data, data of flight crew, engine parameters data, fuelling data.
The Cabin Log Book should to be considered as a part of the Technical Log System and TLB.
All cabin defects which do not affect the airworthiness or safe operation of aircraft must be entered into the
CLB page relevant section.
Any item affecting the airworthiness or safe operation of the aircraft must be reported in TLB. Cabin crew
members (CDC-Chief De Cabin) must check with the PIC and/or maintenance personnel whether a defect
or malfunction affects the airworthiness or safe operation of the aircraft before reporting in the CLB.
It is responsibility of the CDC to ensure that any cabin defects become known to them are recorded in the
CLB after each flight.
MO personnel must ensure that there are no airworthiness items in the CLB and if there are such
items they must be transferred to TLB.
The TL system records the history of the aircraft. All entries in TL system must be current and can
not be erased. Errors corrected in TLB must be remaining readable and identifiable. All entries must
be accurate, legible and as concise as possible.
Note: Any corrections to entries in the TL system must be made by striking out the incorrect
entries, with cancellation of page or section of page if it need and writing the correct text above or
below them. The use of correction fluids is prohibited.
The acceptable deferred defects (ADD) recorded in the HIL page may refer to the MEL/CDL for allowable
equipment un-serviceability, and/or any maintenance and/or operational action/limitations/restrictions
acceptable in accordance with aircraft MM and/or SRM.
It can also be used for the recording of the installation of a loaned item of equipment. Inoperative labels
should be applied adjacent to any inoperative equipment/switches that are used by the flight crew as
appropriate for MEL items and CDL restrictions apply placards on the forward instrument panel for CDL
items.
In case of a defect or malfunction do not affect the airworthiness or safe operation of the aircraft (mostly
CLB defects ), but it is not possible to rectify immediately, these items also must transferred from CLB to
HIL page with reference Basis, to ensure that non-airworthiness defects are overlooked.
In the event that unscheduled maintenance and/or defect rectification is required to be carried out away
from main base by another Part-145 approved organisation, the contracted maintenance provider must be
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informed. The organisation carrying out such maintenance will be required to issue a Certificate of Release
to Service in the Technical Log or use their procedure.
Completed pages of TL System (FL, TLB, CLB) are retained to provide a continues record of the last (6) six
months of operation.
Full details are to be found in the Georgian Airways Ramp Service Manual, RSM-01.
(Appendix 1 MME)
1.1.1.3
Aircraft Technical Log Approval
The Technical Director is responsible for the management and control of the Companys TLS and ensuring
that the Competent Authority (Georgian CAD) approves the Log and any subsequent amendments.
Any changes to the Technical Log System will be submitted to the Authority.
1.1.2
Minimum Equipment List (MEL) Application
1.1.2.1
General
According requirements of ICAO Annex 6, Chapter 6.1.2 and JAR-OPS 1.030 operator shall establish and
include in the operations manual, for each aeroplane, a minimum equipment list (MEL) approved by the
Authority of operator. This shall be based upon, but no less restrictive than, the relevant Master Minimum
Equipment List (MMEL) (if this exists) accepted by the Authority (Georgian CAD).
An operator (Georgian Airways) shall not operate an aeroplane other than in accordance with the MEL
unless permitted by the Authority, but no outside constraints of the MMEL.
The Georgian Airways MEL and instructions for its use is contained in the Operations Manual Part B
section 8. The Minimum Equipment List (MEL) is a document that lists the any instrument, equipment or
system, which may be temporarily inoperative, subject to certain conditions, at the commencement of flight.
All items related to the airworthiness of the aircraft and not included in the list are automatically required to
be operative.
Non-safety related equipment, such as galley equipment and passenger convenience items, need not be
listed.
1.1.2.2
MEL Classis
The following categories are used throughout the MEL to identify a time constraint on the rectification of
defect:
Category A No standard interval is specified, however, items in this category shall be rectified in
accordance with the conditions stated in the MMEL.
Where a time period is specified it shall start at 00:01 on the calendar day following the day of discovery.
Category B Items in this category shall be rectified within three (3) consecutive calendar days, excluding
the day of discovery.
Category C Items in this category shall be rectified within ten (10) consecutive calendar days, excluding
the day of discovery.
Category D Items in this category shall be rectified within one hundred and twenty (120) consecutive
calendar days, excluding the day of discovery.
1.1.2.3
Application
When a defect has been raised in the Report column of the TLB page and is within the allowance quoted
in the MEL/CDL, then it may be subject to carry forward action. Person carried forward a defect according
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MEL/CDL should take into account the guidance given in the MEL on the effects of multiple unserviceability.
The entry in the Action column of the TLB should be annotated: Defect carried forward to HIL page in
accordance with the MEL/CDL reference No. This entry should be made by the maintenance personnel.
The HIL pages must be suitably annotated with the details of the defect and a time limit must be specified
(date and time or remaining flight hours/cycles).
In the transit airports the PIC may carry forward a defect according MEL/CDL to fill and sign appropriate
section of Action column of the TLB. In this case maintenance personnel at home base should transfer
this defect to HIL page accordingly.
1.1.2.4
Acceptance by the Crew
Before each flight Pilot in Command should review Hold Item List pages. Where the MEL item has been
entered by maintenance personnel and carried forward to HIL page, the decision to accept the carried
forward item allowed by the MEL/CDL remains under responsibility of the pilot in command. This
acceptance of any open deferred items is indicated by his/her signature on the TLB page in the Captains
Acceptance space.
1.1.2.5
Management of the MEL time limits
The time limit for the defect rectification is specified in the aircraft Technical log, section 4 (Hold Item List) in
Flight Hours/Cycles/Calendar time so that the defect rectification may be performed before the specified
limit. Maintenance or ground personnel after each flight day and during pre-flight inspection should review
HIL, before release aircraft.
1.1.2.6
MEL Time Limitation Overrun
Normally all deferred defects will be cleared within the rectification interval specified in the MEL. Subject to
the approval of the Authority MEL time limit (rectification interval) B, C and D may be extend for the same
duration as specified in the MEL, provided:
A description of specific duties and responsibilities for controlling extensions is established and
accepted by the Authority;
The operator only grants a one time extension of the applicable interval;
The Authority is notified of any extension granted within a timescale acceptable to the Authority;
Rectification is accomplished at the earliest opportunity.
An extension should be applied for the Technical Director to the Quality Assurance Manager. The QAM will
assess the reason for extension of rectification interval and if the circumstances are considered acceptable
will make application to the Authority stating:
Reason for request;

Extension required (hours/cycles/calendar) with an estimated date/time of the rectification of the
defect.
If the concession request is granted the reason and approval number of the concession must be quoted in
the aircraft technical log (HIL), with the QAM providing a copy of said concession back to the Authority as
acknowledgement.
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1.1.3 Cessna T206H aircraft Journey Log book (JLB) description and usage.
For Cessna T206H Aircraft different TLB and FLB systems developed and issued the Journey Log book
(JLB).
The Journey Log Book (JLB) has been issued to fulfill ICAO, EU OPS and Georgian Airways requirements.
The JLB pages have the necessary number of copies to satisfy legal requirements for a copy to be left on
the ground prior to flight and for the use of Maintenance, Flight and Financial Departments.
The JLB records the flight history and maintenance activity to ensure a continued state of technical
airworthiness.
All entries into JLB must be accurate, legible and as concise as possible. Any correction to entries must be
made by striking out the incorrect entries with cancellation of pages or section of page if it need and writing
the correct data above or below them.
The JLB consist of:
Item 1 - An administration section:
There is information about Air Company, aircraft type and registration, JLB current page number and
previous page number.
Flight crew member or maintenance personal must complete this field with details whenever a new page is
started.
Item 2 Preflight section :
Flight crew must complete this section with recording of crew position, names, all necessary fuel
information, and engine oil data, the sign of person who has performed the Pre-flight inspection and PIC
sign of aircraft acceptance.
Item 3 Flight Data section:
In these fields are recorded the flight information: flight number, departure and landing points, actual
departure and arrival time, TAH and TAC of aircraft, passenger information and fuel used data.
Item 4 Maintenance section:
The left Reports field is completed by flight crew or maintenance personal.
The right Action field must be completed by maintenance personal with details of defect rectification.
Item 5 fields are completed by maintenance personal to show the quantity of fluids refilled, type of check
done, TAH and TAC of aircraft, the sign of maintenance personal who released the aircraft to service.
1.1.3.1 Kind of Operation Equipment List (MEL).

Kind of Operation Equipment List is a part of the Pilots Operating Handbook (POH) and you can find on
the board of Aircraft.
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1.2
AIRCRAFT MAINTENANCE PROGRAMMES - DEVELOPMENT AND AMENDMENT
1.2.1
General
According ICAO Annex 6, Chapter 8.3, 11.3 and JAR-OPS 1.890, 1.910 Georgian Airways, as the
operator, shall ensure the airworthiness of the aeroplanes and the serviceability of both operational and
emergency equipment is maintained by accomplishment of all maintenance in accordance with the
approved own maintenance programme.
The maintenance program must contain details, including frequency, of all maintenance required to be
carried out. The programme should include a reliability programme when the Competent Authority
determines that such a reliability programme is necessary. Human Factor principles shall be taken into
account during the preparation and amendment of the maintenance program.
The maintenance programme must reflect applicable mandatory regulatory requirements addressed in
documents issued by Type Certificate (TC) Holder.
Maintenance Programme of Georgian Airways will be based upon the Maintenance Review Board
(MRB) Report, where available, and the type certificate holders Maintenance Planning Document or
Chapter 5 of the Maintenance Manual, (i.e. the Manufacturers recommended Maintenance Programme).
1.2.1.(a) Cessna T206H maintenance programme.
Georgian Airways uses for the Cessna T206H Aircraft maintenance The Cessna Progressive Care
Inspection Program developed by the Cessna Aircraft Company which is a part of Maintenance Manual,
Chapter 5 and shall approved by the Georgian CAA.
1.2.1. (b) Gulfstream GIV-X(G450) maintenance programme.
Georgian Airways uses for the Gulfstream GIV-X (G450) maintenance the Computerized Aircraft
Maintenance Program (CMP) developed by the Gulfstream Aircraft Company and approved by the
Georgian CAA.
1.2.2
Content
The Content of the Georgian Airways Maintenance Programme is as set out in accordance with AMCOPS 1.910 Appendix 1:
The basic layout is:
Section 0 General (Contents, records of revision, list effective pages, abbreviation,

responsibilities, approval and changes, reference documents etc.);
Section 1 Introduction (Maintenance checks, inspection techniques and terms, parking, storage
and return to service, special inspection, test flight, weighing);
Section 2 Airplane dimensions;
Section 3 Zonal diagrams;
Section 4 Access doors and panels;
Section 5 Reserved;
Section 6 Systems maintenance programme;
Section 7 Structural inspection programme;
Section 8 Components maintenance programme;
Section 9 Certification maintenance requirements (CRM) and airworthiness limitations (AWL);
Section 10 Corrosion prevention and control programme.
1.2.3
Development
1.2.3.1
Sources
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Georgian Airways Engineering department manager to Technical Director (Nominated post holder of
maintenance) for acceptance and approval. In this case The Competent Authority should be informed in 48
hours by Georgian Airways Technical Director (Nominated post holder of maintenance).
Variation of periods more the limits (Maximum Variation) prescribed by LEAFLET NO.26 - JAR-OPS 1&3
Aircraft Maintenance Programme frequencies should be requested by Georgian Airways Engineering
department manager to Technical Director (Nominated post holder of maintenance) for acceptance and
should be approved by the competent Authority.
For the permission of the variations from the Maintenance program the form A9/ENG/031 is used on all
cases prescribed above. Engineering Department manager and/or engineer is responsible to fill out in on
time the A9/ENG/031 form and request the permission of variation from the Maintenance program.
Nominated Potholder of maintenance/Technical Director is responsible for acceptance and approval.
Note: Georgian Airways may only vary the periods prescribed in the Aircraft Maintenance Programme
approved by the Competent Authority.(GCAA)
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department manager to Technical Director (Nominated post holder of maintenance) for acceptance and
should be approved by the competent Authority.
Note: Georgian Airways may only vary the periods prescribed by the Programme with the approval of
the Competent Authority.
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TIME AND MAINTENANCE RECORDS, RESPONSIBILITIES, RETENTION, ACCESS
An operator shall ensure that following records are available and kept in a form acceptable to the
authority:
Aircraft technical log.

All detailed maintenance records in respect of the aircraft and any aircraft component.
The total time and flight cycles as appropriate, of the aircraft and all life limited aircraft component.
The time and flight cycles as appropriate, since last overhaul of the aircraft or aircraft component
subjected to an overhaul life.
The current aircraft inspection status such that compliance with the approved operators aircraft
maintenance program can be established.
The current status of airworthiness directives applicable to the aircraft and aircraft components.
Details of current modification and repairs to the aircraft, engine(s) and any other aircraft
component vital to flight safety.
Current certificate of release to service.
All personnel making records are responsible for the correctness of the information on records.
1.3.1
Hours and Cycles Recording
Information on dates, flight hours, flights and cycles as required by JAR-OPS 1.920 are those records that
give an overall picture on the state of maintenance of the aircraft and life limited aircraft components.
The recording of flight hours and cycles is essential for the planning of maintenance tasks. Flight hours and
cycles is recorded in the Technical Log system of Georgian Airways (in the Flight Log by flight crew
(PIC) and in the Technical Log Book by ground-maintenance personnel). After flight in home base groundmaintenance personnel will check flight hours and cycles and correct if necessary.
The running totals of flying hours, landings and engine hours and cycles, time to go until next inspection
and the accumulated aircraft hours and landings are controlled by both Production Planning and
Engineering Department of Georgian Airways.
The remaining hours until next scheduled maintenance check is calculated by Engineering Department.
With this information, Production Planning and Engineer Department of Georgian Airways Maintenance
Organisation set up a planning for the scheduled / unscheduled maintenance. Annual Maintenance Plan
which is prepared by the Georgian Airways Maintenance Organization should be reviewed and accepted by
Georgian Airways Technical Directorate. Accepted Annual Maintenance Plan is issued by the Georgian
Airways Maintenance Organisation.In the frame of this Plan; Maintenance Organization makes the short
term escalation of maintenance period or job card / component intervals with approval of Technical
Directorate as needed.
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Maintenance Records
All records listed below shall be retained for the periods as shown. Engineering and Planning Department
is responsible to control all maintenance records from the point of view of correctness, fullness and
retention.
NAME OF DOCUMENT
RETENTION
PLACE OF
RETENTION
PERIOD
The original pages of Technical Log system.

( FL Log, TLB,CLB )
36 months
Total time in service (hours, calendar time,

cycles and landings, as appropriate) of the
Aircraft & Engines and all life limited
components
Current status of compliance with all
mandatory
continuing
airworthiness
information.
Appropriate details of current modifications
and repairs to the aeroplane, engine(s),
propeller(s) and any other aeroplane
At least 12 months after the aircraft, engine

and components to witch they refer, has been
permanently withdrawn from service.
Time in service (hours, calendar time, cycles

and landings as appropriate) since last
overhaul of the aircraft, engines or its
component subjected to a mandatory
overhaul life.
Current aircraft status of compliance with the
Maintenance Program.
Detailed Maintenance records to show that all

requirements for signing of a maintenance
release to service have been met
Last Current Certificate of Release to Service.
Deferred Defect List.
(Hold Item List)
Archive
At least 12 months after the aircraft, engine

At least 12 Months after the aircraft, engine
Until the aeroplane or aeroplane component

overhaul has been superseded by another
overhaul of equivalent work scope and detail
and 90 days after aircraft was permanently
withdrawn from service.
Until the aeroplane or aeroplane component
inspection has been superseded by another
inspection, of equivalent work scope and
detail and 90 days after aircraft was
0ne year after the signing of the maintenance.
Archive
Archive
Archive
Archive
Archive
Archive
36 months after the aeroplane has been
36 months after the aeroplane has been
Archive
Archive
Note:
Contracted Maintenance organisations are required to maintain detailed aircraft maintenance records, to
include certification documents that support the issuance of maintenance release.
This requirement over sighted by Georgian Airways.
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Maintenance Records Preservation
Properly executed and retained records provide owners, operators and maintenance
personnel with
information essential in controlling unscheduled and scheduled maintenance, trouble shooting to eliminate
the need for re-inspection and rework to establish airworthiness.
The maintenance record can be either a paper or computer system or any combination of both. The
records are stored in archive in a safe way with regard to fire, flood and theft.
Computer system should be has one backup system at least, which has to be updated if any changes
occur. Each terminal is required to contain program safeguards against the ability of unauthorised
personnel to alter the data base.
Computer backup discs, tapes etc. should be stored in archive.
All of the records may be accessed by authorised personnel only. Access to the records by duly authorised
members of the Competent Authority will be arranged at any reasonable time where this will be necessary.
1.3.4
Transfer of Maintenance Records
In the event of a temporarily change of operator Georgian Airways is required to make available all
records to the new operator of the aircraft.
In the event of a permanently change of operator (redelivery or sale or other disposal of an aircraft),
Georgian Airways is required to transfer all records to the new owner or operator of the aircraft.
1.3.5
Maintenance Records transfer possibilities.
For Maintenance Records transferring Georgian Airways maintenance organisation use daily E-mail for the
scanned maintenance documents and regular mail for the original maintenance documents sent minimum
twice a month to the appropriate Departments.
1.3.6
Fuel and Oil records
Used Fuel and Oil quantities are recorded in Technical Log (TL) system pages. Those records are
available to appropriate departments for the purpose of calculating performance corrections. TLB pages
contain information about OIL, and FL pages contain information about FUEL. Appropriate Departments
receive current relevant information after each flight. Fuel and oil records are retained for a period of 36
month as Shown Table 1.3.2.
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ACCOMPLISHMENT AND CONTROL OF AIRWORTHINESS DIRECTIVES
It is the requirement of JAR-OPS 1 subpart M that any applicable airworthiness directive must be carried
out within the requirements of that airworthiness directive, unless otherwise specified by the Authority.
The Operator, Georgian Airways, is responsible for the accomplishment and control of any Operational
Directive, Airworthiness Directives and any other continued Airworthiness requirements made mandatory
by the Competent Authority, which are applicable to the its fleet of aircrafts.
1.4.1
Airworthiness Directive Information
The Engineering Department is provided Airworthiness Directives from the Type Certification Authority for
the types of aircraft/engines operated by Georgian Airways. Georgian Airways also receives such data
directly from its Competent Authority (Georgian CAD).
In order to constantly monitor the issue of ADs, the Engineering Department will check for newly issued
ADs on the FAA website (www.faa.gov) , TC ( www.tc.gc.ca ) and EASA website (www.easa.eu.int) at list
once a week. Also www.racs.bombardier.com, https://customer.geae.com,https://cwcs.cfm56.com and
www.cessnasupport.com , www.mygulfstream.com are Used.
Engine trend monitoring (GIV-X (G450)) is supported by Rolls-Royce Maintenance care program.
For Engine trend monitoring (CRJ-100/200) is used trough GE representative located in Poland.
For Engine trend monitoring (CL-850) is used trough Jet-Care Company located in EU.
For Engine trend monitoring (B737CL/NG) is used Georgian Airways Engineering Department.
If Emergency Airworthiness Directive is issued, then Technical Director and Quality Assurance Manager
will be informed immediately.
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Airworthiness Directive Decision
The Engineering Department will advise the Technical Director of any ADs, or revisions thereto, which
affect Georgian Airwayss aircrafts, engines, or equipments at AD/SB/SL meeting for establishing
compliance. The necessary actions will be agreed at this meeting to schedule the compliance with the AD
at the first reasonable maintenance inspection within the AD's required compliance time. Where necessary,
and required by the AD, Repetitive Inspections will be introduced until full compliance is achieved.
Emergency ADs will be processed in accordance with the flowchart as shown:
FLOWCHART FOR ACTION REQUIRED UPON RECEIPT OF
AN EMERGENCY AIRWORTHINESS DIRECTIVE
UPON
RECEIPT OF
EMERGENCY AD
CHECK AIRCRAFT/ENGINE
APPLICABILITY/EFFECTIVITY
SHOULD THE AIRCRAFT

GROUNDED
IMMEDIATELY
Y/N
CHECK COMPLIANCE TIME

INFORM
MAINTENANCE DIRECTOR, QUALITY
ASSURANCE MANAGER AND FLIGHT
OPERATIONS AS APPLICABLE
ESTABLISH LOCATION
OF APPLICABLE
AIRCRAFT
AIRCRAFT
DOWNROUTE
INFORM
FLIGHT OPERATIONS, TECHNICAL
DIRECTOR, QUALITY ASSURANCE
MANAGER
CONTACT AIRCRAFT
CAPTAIN
GROUND AIRCRAFT
ARRANGE FOR APPROVED

MAINTENANCE ORGANISATION AND
SPARES IF REQUIRED
TO CARRY REQUIREMENTS OF AD
AT AIRCRAFT
LOCATION PRIOR TO
NEXT FLT
The contracted Maintenance Organisation should be informed and provided with necessary material (AD,
applicable SB or Engineering Order) to plan and perform AD within required compliance time.
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Airworthiness Directive Control
Georgian Airways Engineering will issue status of Airworthiness Directives (A9/ENG/026). This status shall
indicate all ADs which affect Georgian Airwayss aircrafts, engines or equipments with note about
applicability, performance, time limit, repeat interval and etc.
The ADs status will be reviewed periodically at least one time per month by Engineering and Planning
Department to ensure that all the applicable ADs are performed and that they are performed on time.
The Quality Assurance Manager will verify compliance with ADs during quality audits.
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ANALYSIS OF THE EFFECTIVENESS OF THE MAINTENANCE PROGRAMME
According requirements ICAO Annex 6, Chapter 8, 11 and JAR-OPS 1.890, 1.910 the operator shall
analyse of effectiveness of maintenance programme and it must be subject to periodic reviews and
amended when necessary.
Technical Director through Engineering and Planning department in liaison Quality Assurance is
responsible for this subject.
In order to analyze the efficiency of the maintenance programme will be used the following:
Pilot reports;
Spares consumption;
Repetitive technical occurrence and defect;
Technical delays analysis;
Technical incident analysis;
Other operators experience;
Manufacturer recommendations;
Contracted maintenance organisation and continuing airworthiness management organisation
recommendations, (reliability monitoring);
Quality monitoring product samples (aircraft surveys) and other Quality audit findings;
Meetings with Technical Director and Quality Assurance Manager will be held within Georgian Airways at
least twice per year to discuss and review the effectiveness of the maintenance programme.
After meetings if there will be such need maintenance programme and/or maintenance or operational
procedures will be amended accordingly.
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NON-MANDATORY MODIFICATION EMBODIMENT POLICY
This procedure outlines the process for review and evaluation of optional or non-mandatory modifications
provided by the original manufacturers covering aircraft, engines and components.
Aircraft, engine and components manufacturers issue SB on regular basis a means to inform operators of
the optional or non-mandatory modifications that are available for the particular aircraft, engine or
component. The requirement for the embodiment of non-mandatory modifications is optional.
Non-mandatory modifications must be assessed considering:
Efficiency
Advantages
Costs
The Technical Director via Engineering and Planning department is responsible for review Service
Bulletins, Vendor Service Bulletins, and Service Letters etc on a regular basis.
Aircraft Manufacturers Service Bulletins & Service Letters
Non-mandatory modifications are typically given different classifications by the manufacturers.
Recommended:
Refers to actions or modifications not considered to be urgent but which provide an improvement in
the operation of a system or improvements in the in-service behaviour and prevention of specific
damage.
Optional:
Refers to all other Service Bulletins & Service Letters not classified as Mandatory or
Recommended.
A decision is made at the review meetings to include or not to include any Service Bulletin or Service Letter
into the Georgian Airways fleet.
Engine Manufacturers Service Bulletins
Engine Manufacturers Service Bulletins are categorised as follows:
Category 1
To be embodied with a specific number of hours/cycles or by a specific end date.
Category 2
Earliest conveniences not to interfere with revenue service.
Category 3
Perform at next Shop Visit, regardless of the scheduled maintenance action or the
reason for engine removal
Category 4
Perform when that area of the engine is accessible
Category 5
Perform when the affected part is exposed at the piece-part level
Category 6
Perform only if the affected part is planned to be routed for repair.
Category 7
Perform through attrition at customer convenience
Category 8
Spare Parts release
Category 9
Information only.
A decision is made at the review meetings to include or not to include any Service Bulletin into the
Georgian Airways fleet. Such decisions are conveyed to the contracted maintenance organisation and
included in the Engine Shop visit file.
Vendor Service Bulletins
Vendor Service Bulletins are reviewed by the Engineering department. If Georgian Airways has
problems with reliability of any equipment/unit in this case appropriate Vendor Service Bulletin should be
incorporated.
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MAJOR MODIFICATION STANDARDS
All Major Modifications will be raised through a contracted and suitably approved Design Organisation and
submitted to the Competent Authority by that organisation on behalf of Georgian Airways.
This will include the raising and submission of the relevant forms together with all the design substantiation
material (drawings, stress analyses, etc.).
Application will be made to the Authority on the relevant forms stating:
Title and description of the Modification

Reference Number from the Modification register
The aircraft type and registration applicability.
Justification and reason for the Modification
Parts required and accomplishment instructions
Weight and balance changes
Technical publication/maintenance procedural instructions/changes.
Post installation ground/flight testing requirements.
Flight Manual & Operations Manual Amendments
The approval of the modification through the Competent Authoritys issue of a Authority Airworthiness
Approval Note (AAN) will be recorded by the Georgian Airways Engineering and Planning Department in
liaison with the Quality Assurance Manager details will be held in the relevant aircraft technical records file.
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DEFECT REPORTS
Georgian Airways, as the Operator shall ensure the Airworthiness of the aeroplane and the serviceability
of both operational and emergency equipment by the rectification to an approved standard of any defect
and damage affecting safe operation.
Approved standard means a manufacturing/design/maintenance/quality standard approved by the
authority.
The overall control of all defect reports and rectification on the aircraft of Georgian Airways is under
Georgian Airways Maintenance and flight operation departments.
1.8.1
Analysis
Copies of Technical Log system pages are provided by Line Maintenance to Engineering and planning
department every day, to provide information concerning defects occurring, Pilot's reports, maintenance
actions and defects of a repetitive nature.
The defects will be discussed with the Georgian Airways Technical Director and Quality Assurance
Manager as necessary and any action required agreed before implementation. Implementation may take
the form of a Maintenance Programme amendment or modification action.
1.8.2
Liaison with Manufacturers and Regulatory Authorities
The Engineering and Planning Department is responsible for continued liaison with manufacturers and
vendors on all Technical issues and the Quality Assurance Department in liaison with the Competent
Authority on all matters concerning the airworthiness of Georgian Airways aircraft, especially for
occurrence reporting according JAR-OPS 1.420, Including ground damage of aircraft, incident, accident
and serious incident reporting and specific reports.The following defects or un-airworthy conditions are
subject to reporting to to the Competent Authority and, if applicable to the OEM:
- General
a) Any failure, malfunction or defect where the safety of operation was or could have been endangered or
which could have led to an unsafe condition.
- Aircraft Structure
a) Any failure of aircraft primary structure or a principal structural element;
b) Cracks, permanent deformation or corrosion or defect or damage of aircraft primary structure or principal
structural element that a repair scheme is not already provided in the manufacturer's repair manual, or
that occur after repair;
c) Any part of the aircraft that would endanger the aircraft or any person by becoming detached in flight or
during operations on the ground;
d) Major defect or damage to aircraft structure
e) Defects or damage to aircraft structures, if more than allowed tolerances
- Powerplant
a) Uncommanded loss of thrust/power, shutdown or failure of any engine;
b) Uncontained failure of engine compressor, turbines;
c) Inability to feather or un-feather a propeller.
- Aircraft Systems or Equipment
a) Fire or explosion;
b) Smoke, toxic or noxious fumes in the aircraft;
c) Fuel leakage that results in substantial loss, or is a fire hazard;
d) Fuel system malfunction that has significant effect on fuel supply and/or distribution;
e) Fire warnings, except those immediately confirmed as false;
f) Unwanted landing gear or gear doors extension / retraction;
g) Significant loss of braking action.
v) If applicable, additional requirements of the Authority
Full details are to be found in the Georgian Airways Maintenance Management Procedures
MMP-01, MMP-02, MMP-03. (Appendix 2 MME)
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Deferred Defect Policy
All defects recorded from whatever source should be rectified immediately they are reported; however in
special circumstances where undue delay or cancellation of flights would result, or where spares may not
be immediately available, then deferment of rectification may be possible, taking into account the Minimum
Equipment List (MEL) and Configuration Deviation List (CDL).
Consideration must be taken into account for multiple defects and the accumulative effect on a system that
could have an adverse effect on the airworthiness of the aircraft.
Where defects occur that are not listed in the MEL or CDL and it is necessary to defer their rectification
then the following action must be taken:
The Engineering and Planning Department and/or contracted Part-145 Maintenance Organisation
in liaison with contracted Continuing Airworthiness Management Organisation and manufacturer
should check that the deferment of such defect will not lead to any safety concern;
Should be take into account the recommendation of continuing airworthiness management
organisation and manufacturer to monitor deferred defect (by re-inspection or other measures) until
rectification action will be done;
The Quality Assurance Department and appropriate Authority should be informed accordingly.
1.8.4
Recurring defects.
When the same defect occurs on the same A/C at least three times within ten (10) calendar days this type
of defect is called as Repetitive or Recurring Defect. When a recurring defect found or reported, before
corrective action taken, last ten days of defect history checked by certifying staff which shall work on
defect. If in previous defect records the same defect occurs two times within last ten calendar days, then
this defect is determined as Recurring Defect. Technical Director shall be informed about defects details
and if required depending of the defects importance aircraft shall be removed from service for investigation
of main cause of defect. By taking into account the methods used in previous repair attempts, the defect
shall be corrected. For information of flight crew and other maintenance provider contracted organizations
about defect, Recurring Defect statement shall be written to TLB page after defect rectification. Detail of
defect shall be recorded to the HIL page as deferred item with FOR INFO RECTIFIED RECURRENT
DEFECT MONITORED FOR THREE FLIGHT LEGS. statement. Later, aircraft shall be monitored at least
for three (3) flight legs. If same defect does not occur within three flight legs, by assuming that the last
rectification process is right one, defect transferred to TLB page and closed.
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ENGINEERING ACTIVITY
Georgian Airways relies upon its contracted Maintenance Organisation and/or other suitably approved
contracted Continuing Airworthiness Management Organisation, for engineering activities which are outside
the scope of its approval such as the production and approval of repairs and modifications, however these
activities are controlled and monitored by Engineering and Planning Department and Quality Assurance
Department of Georgian Airways.
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RELIABILITY PROGRAMMES
Airline Georgian Airways is authorized to operate its airplane under approved Aircraft Maintenance
Program (AMP). This program combines the functions of inspection and maintenance to fulfil of Georgian
Airways total maintenance needs.
Maintenance Programme of Georgian Airways based upon the Maintenance Review Board Report, the
type certificate holders Maintenance Planning Document and Chapter 5 of the Maintenance Manual, (i.e. it
is the Manufacturers recommended Maintenance Programme). AMP is made up of various elements,
including Reliability Program.Competent Authority approval of the GA Reliability Program is indicated the
Operations Specifications for airplane type operated.
The basis for the effective analysis is through the constant performance monitoring of the aircraft, engine,
equipment and components during its normal operational service. The topics of these monitoring is to
analyse of effectiveness of maintenance programme and amended when necessary.
Statistical reports are produced on a regular basis for evaluation and diagnosis by these organisations and
manufacturer in liaison of Georgian Airways. This information is used for the review, development, and
possible amendment of the Aircraft Maintenance Programme and Service Bulletin Evaluation, Reliability
and Safety.
The Reliability Program is based on the principles set forth in the FAA Advisory Circular 120-17A, entitled
Maintenance Control by Reliability Methods.
The Reliability Program of Georgian Airways is event-reporting system based on performance values
experienced under actual operating conditions. It provides a means of measuring the performance of
airplane systems and components, and comparing the performance to predetermined levels of acceptable
performance.
The even-reporting system, and analysis of the data from the system, permits the rapid identification of
adverse trends. If systems and components do not meet acceptable levels of performance, an alert is
issued and an investigation is initiated to assess the problems and initiate corrective actions.
Non-alert programs are in place to monitor the performance of airplane components and systems that do
not experience a statistically significant number of repetitive events.
Reliability denotes dependability or stability. Reliability applies to the dependability or stability of an airplane
system or component. A system or component is considered reliable if it follows an expected pattern of
behaviour. Acceptable reliability is maintained by a properly designed and executed maintenance program.
The effectiveness of Georgian Airways AMP is measured by the Reliability Program. The AMP is adjusted
when reliability standards are not met. This process is essential element of the Reliability Program.
The Reliability Program monitors the performance of fleet of airplanes operated by Georgian Airways.
Events monitored by the Reliability Program include:
Unscheduled maintenance;
Engine/component removals and failures;
Significant findings;
Delays and cancellations.
The Reliability Program also monitors the effectiveness of Georgian Airways scheduled maintenance and
assures the continuous optimisation of the AMP. The Reliability Program uses industry-accepted methods
for changing Maintenance Program. The Program applies the Maintenance Steering Group-2 (MSG-2)
preventive maintenance processes (Hard Time, On Condition, and Condition Monitoring) for component
maintenance.
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PREFLIGHT INSPECTIONS
Georgian Airways, as the Operator shall ensure the Airworthiness of the aeroplane and the serviceability
of both operational and emergency equipment by the accomplishment of pre-flight inspections. The preflight inspections need not necessarily be carried out by the approved maintenance organisation.
1.11.1
Preparation of Aircraft for Flight
The preparation of the aircraft for flight is the responsibility of Georgian Airwayss ground (line
maintenance) personnel and pilots.
The necessary pre-flight inspection tasks are provided by specific aircraft Operations Manual Part B. These
tasks used for preparation Georgian Airways Ramp Service Manual, part pre-flight inspection (RSM-00).
Line maintenance (ground) personnel of GA perform pre-flight inspections according instructions of RSM00 at home base. Also contracted maintenance provider may perform these jobs during maintenance.
At outstations flight crew and/or contracted ground handling organisations perform pre-flight inspections in
accordance with the applicable Operations Manual.
Individual responsibility for the completion and acceptance of each Pre-flight inspection is vested in the
Captain of the aircraft for the intended flight.
1.11.2
Sub-contracted Ground Handling Function
All the ground-handling functions are contracted to local airport approved Ground Handling agents.
In general, the contracts state that the Aircraft Ground Handling functions are to be carried out in
accordance with the Standard Ground Handling Agreements (SGHA) as published by the International Air
Transport Association (IATA), and their own company approved procedures.
The overall responsibility for all the ground handling functions in accordance with the approved procedures
and the safety of the aircraft and its passengers remain with the Operator. Individual responsibility is
vested in the Captain of the aircraft for the intended flight.
It is therefore important that ground (Line maintenance) and flight crews constantly monitor the ground
handling operation by contracted agents. They must ensure that compliance with procedures are being
adhered to, that aircraft ground movements, baggage handling, toilet and water servicing, catering and
aircraft cleaning etc, are all being performed by the appropriate approved personnel, using the correct
type/approved aircraft equipment.
On completion of these ground-handling functions and prior to flight, an inspection of the aircraft and
equipment for damage, which may affect the continued serviceability, or airworthiness of the aeroplane
should always be carried out by the flight/ground crew.
The accomplishment of all ground handling activities and associated procedures will be subject to Quality
Audit surveillance in accordance with JAR OPS 1.900.
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Security of Cargo and Baggage Loading
The security of cargo and baggage loading is the responsibility of the pilot in command (PIC). Cargo and
baggage will only be carried on board the aircraft in those areas specifically designed to do so and in
accordance with the limitations quoted in the Flight Manual and Weight and Centre of Gravity Schedule.
In general cargo and baggage loading on Georgian Airways aircraft is carried out by contracted airport
handling companies in accordance with the Standard Ground Handling Agreements (SGHA) as published
by the International Air Transport Association (IATA), and their own company procedures.
The overall responsibility for the safe loading of on-board cargo and baggage and the security thereof on
Georgian Airways aircraft, in accordance with the approved procedures remains with the operator.
It is important that ground and flight and/or cabin crews constantly monitor the ground handling operations
by contracted agents. They must ensure that compliance with procedures are being adhered to, that cargo
and passenger baggage is loaded correctly and securely fastened into the aircraft using the approved
fastening method and the correct type approved aircraft baggage loading equipment.
On completion of the cargo/baggage loading and prior to flight, an inspection of the aircraft for secure doors
and a check for damage, which may affect the continued serviceability or airworthiness of the aeroplane
should always be carried out by the flight and/or ground (Line maintenance) crew.
Any damage caused or observed or non-compliance with standard ground handling procedures, must be
reported.
The accomplishment of all ground handling activities and associated procedures will be subject to a Quality
Audit Surveillance in conjunction with JAR OPS 1.900.
1.11.4
Control of Refuelling, Quantity/Quality
The overall responsibility for the correct type quality and quantity of fuel delivered to Georgian Airways
aircraft, in accordance with the approved procedures remains with the operator. This responsibility
includes ensuring that the contracted Fuel Company is approved to supply and deliver fuel to aircraft in
accordance with Requirements. Individual responsibility for the correct fuel type/quantity/quality as
delivered to the aircraft is vested in the Captain of the aircraft for the intended flight.
In general the refuelling requirements on Georgian Airways aircraft is carried out by contracted fuel
supply companies in accordance with the Standard Ground Handling Agreements (SFHA) as published by
the International Air Transport Association (IATA) and their own company procedures. The Ground (Line
maintenance) personnel or Flight Crew member monitors the refuelling operations by contracted agents.
They must ensure that compliance with procedures are being adhered to, that the fuel supplier has been
checked free of water and other contaminants (by sampling) that the correct fuel load is uplifted according
to the aircraft fuel loading displacement charts and the relevant fuel, caps/dipsticks/panels are securely
replaced on completion.
A record in the aircraft Technical Log of the fuel quantity uplifted and the total amount on board aircraft
must be made and certified by an approved person.
Water contamination checks should be made on the aircraft in accordance with Maintenance Programme
requirements, before and after the fuelling operation.
Any discrepancy observed, damage sustained or excessive contamination from supplier etc. must be
reported.
The accomplishment of all ground refuelling operations and their associated procedures will be subject to
Quality audit surveillance in compliance with JAR OPS 1.900.
(Appendix 1 MME).
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Control of Snow, Ice, Dust and Sand Contamination to an approved Standard
The overall responsibility for the control/removal of snow, ice, dust and sand contamination to an approved
standard from Georgian Airways aircraft, prior to departure of the intended flight, in accordance with the
approved procedures remains with the Operator. This responsibility includes ensuring that the contracted
company is approved to carry out the de-icing/anti-icing of the aircraft in accordance with Authority
requirement.
The control of snow, ice, dust and sand contamination before flight is the responsibility of the pilot in
command (PIC). He/she will take whatever steps they consider necessary to ensure the aircraft is free from
such contamination before flight.
1.11.5.1
Snow and Ice Contamination
In general the control of snow and ice requirements on Georgian Airways aircraft during cold weather
conditions is carried out by contracted approved maintenance/handling companies in accordance with the
Standard Ground Handling Agreements (SGHA) as published by the International Air Transport Association
(IATA) and their own company procedures.
The approved ground (Line maintenance) or flight crewmember is to monitor the de-icing/anti-icing
operations by contracted agents. They must ensure that compliance with procedures is being adhered to,
that the aeroplane is satisfactorily cleared of snow and ice according to the conditions prevailing, that a
certificate is issued from the de-icing company stating fluids used, the type of mix and the start and stop
times of the operation. Compliance with the correct holdover times is of particular importance.
A record in the aircraft Technical Log of the de-icing/anti-icing operation in accordance with the certificate
supplied must be made and certified by an approved person. The certificate must be retained for record
purposes.
If the aircraft is delayed in its departure for its intended flight the aeroplane may need to be de-iced/antiiced again. In all cases a contact monitor for the re-accumulation of snow or ice must be carried out.
Any discrepancy observed, damaged sustained or non-compliance with procedures must be reported.
The accomplishment of all ground de-icing/anti-icing operations and their associated procedures will be
subject to Quality audit surveillance in accordance with JAR OPS 1.900.
1.11.5.2
Dust and Sand Contamination
This type of contamination would normally be expected in those climates where hot and dry conditions
prevail, although it can be encountered in almost most airports in certain climatic or operational conditions.
Contamination can be caused by strong winds, engine jet exhausts, landing on dusty airstrips etc.
During any of these climatic or operational conditions the ground (Line maintenance) and/or flight
crewmember is to monitor the condition of the aeroplane. They must ensure that contamination through
dust and sand is not prevalent. They should pay particular attention to those areas of the aircraft where
accumulations could build up at flap and flying controls recesses, inlet ducts, engine intakes, wheel bays,
pitot/static vents etc.
If any excess dust and/or sand contaminant is evident it should be removed before the next flight in
accordance with the Maintenance Manual.
An entry in the Technical Log of the conditions and the actions taken must be made for the attention of
Technical Records.
(Appendix 1 MME).
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AIRCRAFT WEIGHING
According the requirements of JAR-OPS 1.605 an operator shall ensure that during any phase of
operation, the loading, mass and centre of gravity of the aeroplane complies with the limitations specified in
the approved Aeroplane Flight Manual and it must be established by actual weighting.
The requirement for the mandatory weighing of the aircraft that Georgian Airways operates is as stated
in the Georgian Airways Approved Maintenance Programme (AMP) for the aircraft concerned.
Currently this is a maximum of every 4 years for each aircraft operated.
In addition the accumulated effects of modifications and repairs on the mass and balance must be
accounted for and properly documented.
Aeroplane must be reweighed if the effect of modifications and/or repairs on the mass and balance is not
accurately known.
Aircraft weighing is performed by a suitably approved maintenance organisation.
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FLIGHT TEST PROCEDURES
The requirement for performing a flight test of the aircraft is included in the aircraft maintenance
programme. The flight test is normally controlled by Flight Operation and Technical Services.
The Flight Tests are carried out by suitably qualified Georgian Airways and/or other contracted company
pilots. Normally flight test should be performed for acceptance of aircraft (delivery and/or redelivery), as
part of the Certificate of Airworthiness initiating or renewal process (if Authority claims such test flight) or
when it is deemed necessary following maintenance, modification, or rectification actions affecting the
aircrafts performance, handling etc, or where required by the manufacturer.
The flight test should be performed in accordance with aircraft flight operation manual and maintenance
manual requirements.
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SAMPLE OF DOCUMENTS, TAGS AND FORMS USED
Compliance with ICAO and JAR-OPS 1 requires the use of various forms. The forms used by airline
Georgian Airways are all contained within this control register. Each form is a controlled document, and
as such may only be amended by the appropriately authorised personnel.
The Forms Control Register identifies each form by form number, issue number, and date of issue. The
relevant manager/post holder within the Georgian Airways, as shown in Sections (1, 2, and 3) controls the
issue of each form.
Only those personnel may amend a form. Prior to any amendment it may be necessary to circulate details
of any proposed changes to other departments within the organisation to ensure that all considerations are
taken into account.
The Forms Control Register is divided into three sections, which are as follows:
Section 1
Quality Assurance
QAD
Section 2
Engineering
ENG
Section 3
Inventory
INV
All form numbers are preceded with A9 (the two-letter IATA code of Georgian Airways). The next three
letters represent an abbreviation of the department concerned. They are shown above. The following
numbers represent the unique form number, i.e. /001
Sections (1, 2, and 3) list all current forms in use by Georgian Airways, and issue details. It should be
reissued each time a form is amended.
Copies of all forms shall only be issued from the Forms Control Register. It is the responsibility of the
appropriately authorised manager/post holder to ensure that only the latest issue is used.
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PART I
SECTION 1
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QUALITY ASSURANCE DEPARTMENT FORMS

Issue &
Rev. No
Date
Responsible
Manager
Audit Check List, Assessment and Report
2/0
Oct 04
QAM
Quality Audit Status Report
2/0
Oct 04
QAM
A9/QAD/003
Quality Audit Register
2/0
Oct 04
QAM
A9/QAD/004
Quality Audit Announcement
2/0
Oct 04
QAM
A9/QAD/005
Corrective Action Request
2/1
Jul 06
QAM
A9/QAD/006
Quality Assurance Notice
2/0
Oct 04
QAM
A9/QAD/007
Quality Assurance Notice Register
2/0
Oct 04
QAM
A9/QAD/008
Certifying Staff Record
2/0
Oct 04
QAM
A9/QAD/009
Application for Authorisation
2/0
Oct 04
QAM
A9/QAD/010
Authorisation Processing Report
2/1
Jul 06
QAM
A9/QAD/011
Certificate of Authorisation
1/0
Feb 09
QAM
A9/QAD/012
Certifying Staff Authorisation Control Register
2/0
Oct 04
QAM
A9/QAD/013
Introduction training Record
2/0
Oct 04
QAM
A9/QAD/014
Maintenance experience record
2/0
Oct 04
QAM
A9/QAD/015
Special Task Rating Authorisation
2/0
Oct 04
QAM
A9/QAD/016
Program for Continuation Training
2/0
Oct 04
QAM
A9/QAD/017
Continuation Training record & Syllabus
2/0
Oct 04
QAM
A9/QAD/018
A9/QAD/019
2/1
Jul 06
QAM
2/0
Oct 04
QAM
A9/QAD/020
Request For a Variation to a Company procedure

Proposal For the Issue /Amendment of a Maintenance
Procedure
GA MO form
A9/QAD/021
List of Certifying Staff
3/0
Dec06
QAM
A9/QAD/022
Quality Auditor List and control Register
1/0
Jul 06
QAM
A9/QAD/023
A9/QAD/024
Course Registration Form and Training Records
1/0
Dec 09
QAM
Course Syllabus
1/0
Dec 09
QAM
A9/QAD/025
Aircraft Type Related Maintenance Training Records
1/0
Aug 10
QAM
Form No
Title
A9/QAD/001
A9/QAD/002
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PART I
SECTION 2
Part
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Revision
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ENGINEERING FORMS
Issue &
Rev. No
Date
Responsible
Manager
Technical Log Book Page
2/0
Oct 04
ENG
A9/ENG/003
Cabin Log Book Page
2/0
Oct 04
ENG
A9/ENG/004
Flight Log Page
2/0
Oct 04
ENG
A9/ENG/005
Hold Item List
2/0
Oct 04
ENG
A9/ENG/006
Maintenance Statement - Check Summary (Routine)
2/0
Oct 04
ENG
A9/ENG/007
Maintenance Statement - Check Summary A Check
2/0
Oct 04
ENG
A9/ENG/008
Briefing Card
2/0
Oct 04
ENG
A9/ENG/009
B737 Aircraft Damage Chart 1
2/0
Oct 04
ENG
A9/ENG/010
2/0
Oct 04
ENG
A9/ENG/011
2/0
Oct 04
ENG
A9/ENG/012
2/0
Oct 04
ENG
A9/ENG/013
B737 Aircraft Damage Chart Engines
2/0
Oct 04
ENG
A9/ENG/014
B737 Aircraft Damage Chart F/Deck Windows
2/0
Oct 04
ENG
A9/ENG/015
GA MO Form
A9/ENG/016
Cross/Inter Change Report
2/0
Oct 04
ENG
A9/ENG/017
Warning (Hazard) Labels
2/0
Oct 04
ENG
A9/ENG/018
Order-Execution List
2/0
Oct 04
ENG
A9/ENG/019
Shift Maintenance Report
2/0
Oct 04
ENG
A9/ENG/020
Out of Phase Maintenance Requirement
2/0
Oct 04
ENG
A9/ENG/021
Technical Irregularity Report
2/1
Dec 06
ENG
A9/ENG/022
A9/ENG/023
Ground Occurrence Report
2/0
Oct 04
ENG
Ground Occurrence Report Register
2/0
Oct 04
ENG
A9/ENG/024
Technical Documentation Master List
2/1
Feb 10
ENG
A9/ENG/025
A9/ENG/026
Category A&B Data Static Register.
2/0
Oct 04
ENG
AD Aircraft Status
2/0
Oct 04
ENG
A9/ENG/027
Reserved.
A9/ENG/028
Re-check Record
2/0
Oct 04
ENG
A9/ENG/029
A9/ENG/030
LLP List for aircraft components
1/0
Feb 09
ENG
1/0
Feb 09
ENG
1/0
Sep 12
ENG
A9/ENG/032
LLP list for Engines

Application for a Variation to the Aircraft Maintenance
Programme
Technical Revision Notification & Receipt Slip
2/0
Oct 04
ENG
A9/ENG/033
GA MO Form
A9/ENG/034
A9/ENG/035
7 Day Aircraft Planning Forecast
2/0
Oct 04
ENG
Monthly Planning Forecast
2/0
Oct 04
ENG
A9/ENG/036
Engineering Order
2/1
Jan12
ENG
A9/ENG/037
GA MO Form
A9/ENG/038
NRC Register
2/0
Oct 04
ENG
A9/ENG/039
GA MO Form
A9/ENG/040
2/0
Oct 04
ENG
A9/ENG/041
Mandatory Occurrence Report Register
2/0
Oct 04
ENG
A9/ENG/042
Maintenance Summary Control Sheet
2/0
Oct 04
ENG
A9/ENG/043
Destroyed Technical Documents Register
2/0
Oct 04
ENG
Form No
Title
A9/ENG/001
GA MO Form
A9/ENG/002
A9/ENG/031
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PART I
Form No
A9/ENG/044
A9/ENG/045
MCM-MME
Title
Maintenance provider / Contractor Questionnaire
Journey Log Book
ISSUE 1
Issue &
Rev. No
1/0
1/0
Part
Page
Revision
Date
Date
Sep 1
July10
1
32 of 33
10
Sep 2012
Responsible
Manager
ENG
ENG
FEBRUARY 2009

PART I
SECTION 3
Part
Page
Revision
Date
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10
Sep 2012
INVENTORY FORMS
Issue &
Rev. No
Date
Responsible
Manager
Supplier Evaluation Form
1/0
Nov03
LM
A9/INV/002
List of Approved Suppliers
1/1
Aug 06
LM
A9/INV/003
GA MO Form
A9/INV/004
GA MO Form
A9/INV/005
GA MO Form
A9/INV/006
GA MO Form
A9/INV/007
GA MO Form
A9/INV/008
GA MO Form
A9/INV/009
GA MO Form
A9/INV/010
GA MO Form
A9/INV/011
GA MO Form
A9/INV/012
GA MO Form
A9/INV/013
GA MO Form
A9/INV/014
Supplier Individual File
1/0
Nov 03
LM
A9/INV/015
GA MO Form
Form No
Title
A9/INV/001
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PART I
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0
Feb 2009
PART 2 - QUALITY SYSTEM

CONTENTS
Chapter Title
2.1
Page
MAINTENANCE QUALITY POLICY, PLAN AND AUDIT PROCEDURES
2.1.1
Maintenance Quality Policy
2.1.2
Quality Plan
2.1.3
Quality Audit Procedure
2.1.4
Quality Audit Remedial (Corrective) Action Procedure
2.2
MONITORING OF MAINTENANCE MANAGEMENT ACTIVITIES
2.3
MONITORING THE EFFECTIVENESS OF THE MAINTENANCE PROGRAMM
2.4
MONITORING THAT ALL MAINTENANCE IS CARRIED OUT BY AN

APPROPRIATE PART-145 (EASA/JAR-145) ORGANISATION.
2.5
MONITORING THAT ALL CONTRACTED MAINTENANCE IS CARRIED OUT IN

ACCORDANCE WITH THE CONTRACT, INCLUDING SUB-CONTRACTORS
USED BY THE MAINTENANCE CONTRACTOR
2.6
QUALITY AUDIT PERSONNEL
10
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2.1.2
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Quality Plan
The Quality Assurance Manager of Georgian Airways must establish the annual (12 months) audit plan
(scheduled audits). The audit plan shall cover the following elements:
The specific activities and areas to be audited

References to the quality documentation or specific legal requirements
Schedule and frequency of audits
The QAM will implement the audit plan, which during a 12 months period will address the whole
maintenance activity and all aspects of JAR-OPS 1. Unscheduled audits may be carried out. These audits
may be initiated by the QAM, Accountable Manager and other management personnel.
The Quality Plan also addresses, through individual audits, those aspects of the individual aircraft's
maintenance.
(Appendix 3 MME).
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Quality Audit Remedial (Corrective) Action Procedure
All non-conformities observed during auditing activities must be recorded, remedied and reported in
accordance with the relevant procedures of the audit type carried out.
These findings will form part of the overall monitor of the Maintenance System, the most significant details
of which will be reported to Technical Manager and Accountable Manager by the Quality Assurance
Manager.
The purpose of this procedure is to ensure that all findings resulting from the independent quality audits of
the organization and products are properly investigated and corrected in a timely manner and to enable
The Accountable Manager to be kept informed of any safety issues and the extent of compliance with JAROPS 1.
An essential element of the quality system is the quality feedback system.
The independent quality audit reports, with corrective action request will be sent to the relevant
department(s), for rectification actions, giving target rectification dates. Rectification dates will be discussed
with such department(s) before the quality assurance manager, or nominated quality auditor confirms such
dates in the report. The relevant department(s) is required to rectify findings and inform the Quality
Assurance Department of such rectification.
In case of level 1 findings rectification must be made immediately.
The Quality Assurance Manager will have regular meetings with The Accountable Manager after
performing quality audits. Technical Director and other management staff on demand should attend these
meetings. During meetings will be discussed audit reports and progress of corrective actions against nonconformities. QAM will issue Meeting Minutes info.
NOTE: The Accountable manager must be immediately informed in cases of level 1 finding or where
corrective actions have not been performed within the given time schedule.
The documentation of quality audit and quality feedback/corrective action follow up system should be
retained for a period of at least 2 years.
(Appendix 3 MME).
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MONITORING OF MAINTENANCE MANAGEMENT ACTIVITIES
The Audit Plan includes an assessment of the Maintenance Management activities against the procedures
defined in the MME and in particular the ability of the Georgian Airways Technical Manager to discharge
their responsibilities effectively with respect to JAR-OPS 1 Subpart M.
It is the Georgian Airways Quality Assurance Manager responsibility to ensure that the auditing of the
Maintenance Management activities is carried out effectively; and that the reporting of findings and actions
are carried out accordingly. The Quality Assurance Manager must immediately draw to the attention of the
Georgian Airways Accountable Manager issues that cause concern.
The Georgian Airways Accountable Manager should initiate urgent resolution of the concern, even if
necessary by seeking advice from the Authority.
The results of this monitoring shall be discussed during the Management Review Meetings.
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MONITORING THE EFFECTIVENESS OF THE MAINTENANCE PROGRAMME
The monitoring the effectiveness of the Maintenance Programme and associated activities in accordance
with Part 1.5 of this MME, is carried out as part of the overall Georgian Airways Quality Audit Plan.
It is the Georgian Airways Quality Assurance Manager responsibility, in conjunction with the Georgian
Airways Nominated Post Holder for Maintenance, to ensure that this auditing of the Maintenance
Programmes are carried out effectively, and that the reporting of findings and actions are carried out in
accordance with the procedure.
The Audit Plan as carried out by the Quality Assurance Manager includes a review of the effectiveness of
the Maintenance Programmes. This review will critically analyse the findings and actions taken.
Any proposed changes/amendments to the Maintenance Programmes must comply with the amendment
procedure as outlined in the Maintenance Programmes and must be submitted to the Competent Authority
for approval before implementation.
Monitoring of effectiveness of the Maintenance Program is accomplished by:
1. Monitoring that meetings of analysis of effectiveness of the Maintenance Program are held,
2. Monitoring that the analysis of effectiveness of the Maintenance Program meeting results/ decisions are
followed,
3. Monitoring that the effectiveness of the any corrective actions which are carried out as the result of the
decisions are followed.
The results of this monitoring shall be submitted to Management Review Meeting by Quality Assurance
Manager.
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MONITORING THAT ALL MAINTENANCE IS CARRIED OUT BY AN APPROPRIATE

PART-145 (JAR 145) ORGANISATION
JAR-OPS 1.875 states: An Operator shall not operate an aeroplane unless it is maintained and released to
service by an organisation appropriately approved/accepted in accordance with the Requirements of JAR145, except that pre-flight inspections need not necessarily be carried out by the JAR-145 organisation.
Note: Reference to 'aeroplanes' includes the components/engines fitted to or intended to be fitted to the
aeroplane.
Line and Base Maintenance of GA aeroplanes are performed by the contracted Part-145 (JAR-145)
maintenance provider as approved by the Authority. The maintenance provider as the contracted
Maintenance Organisation is approved to oversee the requirements and contents of the Georgian
Airways Maintenance Programmes.
The airline Georgian Airways remains responsible for the maintenance performed by Part-145 (JAR-145)
MO and for the airworthiness of the aeroplanes.
The monitoring that all maintenance on Georgian Airways aeroplanes and equipment is carried out by a
Part-145 (JAR-145) Approved Maintenance Organisation, forms part of the maintenance audit activities.
The Georgian Airways Annual Audit Plan includes verification that the maintenance contracts for
aeroplanes, engines, and components, shall be reviewed periodically to ensure that all activities are
continually relevant to the maintenance being performed on the aircraft operated by Georgian Airways.
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MONITORING THAT ALL CONTRACTED MAINTENANCE IS CARRIED OUT IN

ACCORDANCE WITH THE CONTRACT, INCLUDING SUB-CONTRACTORS USED BY
THE MAINTENANCE CONTRACTOR
The Georgian Airways Technical Manager is responsible for ensuring that all contracted maintenance is
carried in accordance with the agreed contract.
The monitoring that all maintenance on Georgian Airways aeroplanes and equipment, is carried out in
accordance with the agreed maintenance contract, forms part of the Maintenance Audit activities.
It is the Georgian Airways Quality Assurance Manager responsibility, to ensure that the auditing,
interpretation, content and effectiveness of the agreed maintenance contract/s, including any work which
may be sub-contracted by the appointed Approved Maintenance contractor, is carried out in accordance
with the contract and their Engineering Exposition and Procedures, and that the reporting of findings and
actions are carried out.
The audit plan will include a review of all maintenance provided to Georgian Airways by the appropriate
contracted maintenance organisation, including sub-contractors. This review will assess all of the
contracted maintenance is carried out in accordance with the Maintenance Contract.
It is essential that all contractors and sub-contractors are acquainted with the terms and requirements of
the contract.
At contract renewal, or subsequent approved changes or amendments to the contract, the Georgian
Airways Technical Manager must distribute the relevant information to those organisations involved in the
work scope of the contract.
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The independence of the audit should be established by always ensuring that audits are carried out by
personnel not responsible for the function, procedure or product being checked. In the small organization it
is acceptable to use competent personnel from one section/department not responsible for the production
function, procedure or product to audit the section/department that is responsible subject to the overall
planning and implementation being under the control of the Quality Manager.
The personnel required to carry out auditing tasks, must be:
Experienced in the operational or maintenance activities,

Have had appropriate Quality Audit training and/or experience and,
Have sufficient knowledge of the companys operational procedures and activities.
Auditors will not have any day-to day involvement in the area of the operation or maintenance activity that
is to be audited. They will have freedom to access to all work areas, offices, files, records and personnel.
All staff involved in the audit process will receive appropriate training, including introduction to quality audit
system, audit techniques and the appropriate methods of reporting and recording. Refresher training will be
provided as required by the Quality Assurance Manager or a designated person with recognized
knowledge of the subject.
Initially auditor should perform at least one audit together experienced auditors before he/she will perform
audit independently. Also all auditors should perform at least one audit during one year period otherwise
he/she will forfeit a right to perform audit without assistance.
Quality Audit Personnel

Name
Position
Audited Area
Enukidze Mikheil
All, except QAD
Elibegov Garegin
Technical Director/Line
Maintenance Manager.
LD, ED, PPD, Suppliers
Sarkisian Galust
Avionic Supervisor
Tvaradze Gocha
Aircraft and Power plant

Supervisor
Reserved
Reserved
Reserved
PPD..Production Planning Department
LD..Logistic Department
LMD..Line Maintenance Department
ED..Engineering Department
QAD..Quality Assurance Department
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CONTRACTED MAINTENANCE
CONTENTS
Chapter
Title
Pages
3.1
MAINTENANCE PROVIDERS/CONTRACTORS SELECTION PROCEDURE
3.2
DETAILED LIST OF MAINTENANCE PROVIDERS/CONTRACTORS
3.3
RELEVANT TECHNICAL PROCEDURES IDENTIFIED IN THE

MAINTENANCE CONTRACT
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MAINTENANCE PROVIDERS/CONTRACTORS SELECTION PROCEDURE
The purpose of maintenance contractor selection procedures is to maintain a high maintenance safety and
quality
standard
within
the
company
and
to
ensure
that
contracted/subcontracted
aircraft/engine/component maintenance and ground handling is performed in accordance with the legal
requirements and no unapproved aircraft parts and materials are used.
Maintenance contractor selection should not be limited to the verification that the contractor is appropriately
approved for the type of aircraft, engines, equipment and components, but also that the contractor has the
industrial capacity to undertake the required maintenance and complies with applicable regulations and
safety and quality requirements.
This selection procedure should preferably include a contract review process in order to ensure that:
The contract is comprehensive and that no gap or unclear area remains,

Every one involved in the contract agrees with the terms of the contract and fully understand his
responsibility,
That functional responsibility of all parties is clearly identified.
Products (parts, material or service) may only be purchased if the product is in compliance with the legal
requirements and established quality standards of Georgian Airways.
Note:
Services may include: aircraft/engine/component maintenance and overhaul or repair,
aircraft ground handling etc.
Suppliers and/or subcontractors/contractors (vendors, manufacturers, maintenance organisation etc.) are
evaluated to be sure their ability to meet requirements and quality standards. The evaluation is carried out
by the Quality Assurance Manager who decides for the necessary audits in order to include, maintain or
remove the suppliers and/or subcontractors/contractors (vendors, manufacturers, maintenance
organisation etc.) from list of contractors and/or approved supplier list.
Suppliers can be separated into 3 categories as follows:
Original Equipment Manufacturers (OEM's)
Approved Maintenance Organisation
Parts Suppliers
Original Equipment Manufacturers are not required to be audited prior to placing orders although the same
level of care is required when parts are being received into stores.
Maintenance Organisation must be approved by the Airworthiness authority of the country concerned and
should be listed in Part-145 (JAR-145) listed organisations, before they can be considered. Before
selection Engineering and Planning Department shall request from MO its Approval Certificates with scope
of work and capability list. Maintenance contractor (MO) should be approved and audits carried out as
considered necessary by the Quality Assurance Manager. As soon as Maintenance contractor approved
and contract for maintenance signed, appropriate (introduction) Training will be provided by Georgian
Airways in company MCM-MME, maintenance procedures and approved Maintenance Data for
contracted Maintenance Organization staff. For the Maintenance Provider/Contractor selection the form
(A9/ENG/044) may be used if it necessary.
Part and Material Suppliers prior to being contracted as a supplier to provide components or parts and
material, either new or used, assessment is to be made by the Logistic Department and the Quality
Assurance Department in respect of level of effectiveness of the quality system used by the supplier.
Before selection Logistic Department shall request from supplier their Certificates and send to them
Supplier Evaluation Form (A9/INV/001) for completion. Self-Audit information from supplier also may be
used for evaluation and selection. A list of suppliers shall be raised using the above criteria by the Logistic
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Department, and should approved and audits carried out as considered necessary by the Quality
Assurance Manager.
If it is considered that the prospective supplier can satisfy the requirements then the supplier individual file
(Form NoA9/INV/014) will be completed and the supplier can be added to the List of Approved Suppliers
(Form No A9/INV/002).
Maintenance Providers/Contractors Evaluation Flow Chart

Determine what kind of
service is offering contractor
Parts/Materials
Suppliers
Maintenance
Organisation
Request approval and

Send Supplier Evaluation
Form to supplier
MO is on list of Part145 (JAR-145)

approved
organisations
Evaluate answers on
Supply Evaluation
Form
Yes
Request MO
approval with rating
and capabilities list
Request and Check

approval
No
No
No
Ground
Handling
No
Yes
Send evaluation
checklist
Satisfaction
Yes
Audit Required
Evaluate answers on
checklist
Decide if on-site audit

is required
Yes
No
Yes
Carry out onsite audit
Satisfaction
No
Yes
Add to Approved
Suppliers List
Audit result
accepted
Determine if on-site
audit is required
No
No
Carry out on-site audit
Yes
Carry out on-site audit
Yes
Satisfaction
Add MO to the list of

the Approved
Maintenance
Contractors
Yes
Audit results accepted
No
No
Reject
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DETAILED LIST OF MAINTENANCE PROVIDERS/CONTRACTORS.
Line maintenance in Tbilisi up to and not including A checks is performed by own Part-145 Approved MO
Georgian Airways (Reference EASA.145.0166).
Line maintenance in Tbilisi as stated on MCM MOE part 1 Item 1.9 ORGANISATIONS INTENDED SCOPE
Maintenance Centre
OF WORK is performed by own GCAA Approved Georgian Airwayss
(Reference N087/14-T).
1.9 ORGANISATIONS INTENDED SCOPE OF WORK
1. Part-145 Approved Maintenance Contractor.

(Line Maintenance up to A and multiple A checks)
Ukraine International Airlines
(Reference EASA.145.0156)
Airport Borispol 7
08300 Kiev
Ukraine
2. Part-145 Approved Maintenance Contractor.
(Routable pool stock access, overhaul and repair of components and engines).
Lufthansa Technik AG
(Reference DE.145.0001)
Weg beim Jger 193
22335 Hamburg
Germany
3. Part-145 Approved Maintenance Contractor
(Engines overhaul and repair)
Pratt & Whitney Engine Center Norway
(Reference EASA.145.0272)
Post box 544, N-4055,
Stavanger Lufthavn,
Norway
4. Part145 Approved Maintenance Contractor.

(Line and Base Maintenance, tools calibration)
S.C. ROMAERO S.A
(Reference RO.145.008)
B-dul Ficusului N 44, Sector 1
Bucuresti, cod 71544,
ROMANIA
5. Part 145 Approved Maintenance contractor.
(Line and Base Maintenance)
Lufthansa Bombardier Aviation Services GmbH
(Referance DE. 145.0315)
Airport Shoenefeld, D-12521 Berlin
Germany
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Part-145 Approved Maintenance Contractor

(Line and Base Maintenance, component overhaul and repair)
NAYAK AIRCRAFT SERVICE GmbH&CoKG
(Reference DE-145.0007.)
Flugenhafen Koln/Bonn,Hangar 6
51147 Koln,
Germany

Air Alliance GmbH
(Referance DE.145.0130)
Flugenhafen Siegerland
57299 Burbach
Germany
Lufthansa CityLine GmgH
(Referance DE.145.0158)
Heinrich Steinmann Strasse
51147 Kioln
Germany
AEROMECANIC
(Referance FR.145.432)
RD48-Route de la Plage
B.P.15
13724 MARIGNANE Cedex
France
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RELEVANT TECHNICAL PROCEDURES IDENTIFIED IN THE

MAINTENANCE CONTRACT
Airline Georgian Airways establishes Maintenance contracts with the Part-145 (JAR-145) approved /
accepted organisations for the accomplishment of maintenance for which its own MO not approved and is
responsible for the maintenance performed by the Part-145 (JAR-145) approved/accepted organisations, it
means that GA remains responsible for being satisfied that such function, activity or task was carried out as
required by GA.
Maintenance contract defines the duties of both parties and specify precisely the content of the information
to be exchanged between them so that:
The Part-145 (JAR-145) MO has a comprehensive understanding of the maintenance tasks to

perform.
The Airline (GA) may be able to control that the Part-145 (JAR-145) MO actually performs the
maintenance due on time and in accordance approved standards.
The interfaces between the two parties are clearly defined.
The Maintenance Contract should be addressed, when applicable to the following:
The type of aircraft/engine/component and type of maintenance to be performed by the Part-145

(JAR-145) MO should be specified.
The place(s) where base and line maintenance will be performed should be specified.
The maintenance contract should specify under which conditions the Part-145 (JAR-145) MO may
subcontract tasks to a third party (whether this third party is Part-145 (JAR-145) approved/accepted
or not).
The maintenance programme under which the maintenance has to be performed should be
specified.
The terms of contract should include a provision allowing the operator (GA) to perform quality
surveillance upon the Part-145 (JAR-145) MO.
The airworthiness data used for the purpose of contract must be specified.
The contract should specify in which condition airline GA must send the aircraft/engine/component
to the Part-145 (JAR-145) MO.
The contract should specify what information the airline is responsible to provide to the Part-145
(JAR-145) MO, such as due date of the AD, the selected means of compliance, the decision to
embody Service Bulletins (SBs) or modifications, etc. In addition the type of information the airline
will need in return to complete the control of ADs, SBs and modification status should be
specified.
The contract should specify whether a particular type of material or component comes from the
airline (GA) or the Part-145 (JAR-145) MO store, which type of component is pooled, etc.
For planning scheduled maintenance the support documentation to be given to the Part-145 (JAR145) MO should be specified.
The contract should specify to which level the Part-145 (JAR-145) MO may rectify a defect without
reference to airline. As a minimum the approval and incorporation of major repairs should be
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addressed. The deferment of any defect rectification shall be submitted to airline GA and, if
applicable to GCAD. In addition, the use of the GA MEL and the relation with GA in case of defect
that can not be rectified at the line station should be addressed.
The contract should specify the support the Part-145 (JAR-145) MO may provide to the GA in order
to substantiate the deviation request from the Maintenance Schedule.
The release to service has to perform by the Part-145 (JAR-145) MO in accordance with its MOE
procedures, however the contract should specify which support forms have to be used and the
documentation the Part-145 (JAR-145) MO should provide to the GA upon delivery of product.
The contract should specify what information should be provided and when for exchange between
airline and MO, how, by whom and to whom it has to be transmitted.
The terms of the maintenance contract should include the provision for a certain number of
meetings to be held between both parties:
1.
2.
3.
4.
5.
6.
MCM-MME
Contract review;
Workscope Planning meeting;
Technical meeting;
Quality meeting;
Reliability meeting.
Commercial and /or Logistics meeting.
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RAMP SERVICES
1.1
Purpose
Instructions to perform required tasks as follows:
1.2
Maintenance to ensure that A/C is serviceable for flight operation;

Parking A/C correctly to the weather condition.
Safety acc. security instructions.
Scope
For aircrafts of airline Georgian Airways.

1.3
Definition
1.3.1
Ramp services are defined as follows:
Ramp Maintenance Checks B737-300/400/500:
Transit Check (TR)

Daily Check (DY)
Ramp Maintenance Checks CRJ-100/200 (CL-600-2B19):
Service Check (SVC)
Ramp Maintenance Checks CL-850 (CL-600-2B19):
Walkaround Check (WKR)
Ramp Maintenance Checks Gulfstream GIV-X (G450):
1.3.2
Preflight/Postflight Check
Standard procedures
The Technical Log System and maintenance documentation..RSM-01
Potable water and toilet servicing procedure...RSM-02
Cold and inclement weather conditions procedure.RSM-03
FMS data base loading procedure.RSM-04
A/C external washing procedureRSM-05
A/C internal cleaning procedure.RSM-06
Security during ground handling.RSM-07
Communication procedure...RSM-08
The control of aircraft fuelling quantity/quality..RSM-09
It is the responsibility of the Line Maintenance Manager to ensure that all personnel involved with the
day to day servicing of these systems are made aware of the servicing procedures and any cautionary
notes applicable.
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Description
1.4.1
B737-300/400/500
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Transit Check (TR) - Transit Check is intended to assure continuous serviceability of a transiting
aircraft and is basically a Walk-Around inspection which requires a check of the aircraft for obvious
damage, leaks, missing parts, proper operating equipment and security of attachment.
Transit Check has to be performed before each flight according to the Georgian Airways Transit
Check Work Performance Record (WPR-GA/TR/737).
Daily Check (DY) - Daily Check is more comprehensive than the Transit Check and is intended for use
at a route terminus.
Daily Check interval is 24 hours of elapsed time (1 day), but not exceeded to 48 hours (2 days) and
performed when the ground time is more than 5 hours according to the Georgian Airways Daily Check
Work Performance Record (WPR-GA/DY/737).
The signing-off is certified in the TLB and WPR (with entering the respective check type, date and
sign) by Maintenance Personnel.
1.4.2
Bombardier CL-600-2B19 (CRJ-100/200)
Service Check (SVC) Service Check is intended to assure the continuous serviceability of the
aircraft. This check is an inspection which includes the overall exterior of the aircraft for leaks and
obvious damage and also the servicing of a few selected systems.
Service Check has to be performed every 3 days according to the Georgian Airways Service Check
Work Performance Record (WPR-GA/SVC/CRJ).
The signing-off is certified in the TLB and WPR (with entering the respective check type, date and
sign) by Maintenance Personnel.
1.4.3
Bombardier CL-600-2B19 (CL-850)
Walkaround Check (WKR) - Walkaround Check is a form of maintenance that is not subject to a
maintenance release. It has to be performed by trained competent crew and/or maintenance personnel.
Walkaround Check has to be performed prior to the first flight of the day according Task Card # 009-05900-993.
The signing-off is certified in the TLB (with entering the respective check type, date and sign) by
Maintenance Personnel only.
The performance of the pre-flight inspection is entered into the respective column on the TLB page.
At non-man stations on the B737-300/400/500 / Bombardier CL-600-2B19 / Gulfstreem CIV-X (450)
the crew performs the transit check acc. OM part B.
Standard Procedures - Standard procedures will be performed when applicable.
1.4.3
GIV-X (G450)
Preflight Check - Preflight Check is a form of maintenance that is not subject to a maintenance
release. It has to be performed by trained competent crew and/or maintenance personnel.
The performance of the pre-flight inspection is entered into the respective column on the TLB page.
At non-man stations on the Gulfstream GIV-X (G450) the crew performs the preflight check acc. OM
part B.
Postflight Check Postflight Check is performed after each landing and it could be done by
crewmember or maintenance personnel.
Standard Procedures - Standard procedures will be performed when applicable.
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Walk-Around Inspection of B737/ CL-600-2B19/GIV-X (G450)

Before each flight the maintenance personnel must verify that the airplane is satisfactory for flight.
Items at each location may be checked in any sequence.
Use the General Inspection route below to check for obvious damage:
The surfaces and structures are clear, not damaged, not missing parts and there are no fluid
leaks.
The tires are not too worn, not damaged, and there is no tread separation.
The gear struts are not fully compressed.
The engine inlets and tailpipes are clear, the access panels are secured, the exterior is not
damaged, and the reversers are stowed.
Check The Fan blades and last stage of turbine blades for obvious damage. Rotate the fan
blades and check for unusual noise.
The doors and access panels that are not in use are latched.
The probes, vents, and static ports are clear and not damaged.
The skin area adjusted to the pitot probes and static ports is not damaged, dented and repaired
(RVSM critical area).
The antennas are not damaged.
The lights are clean and not damaged.
Inspection Route
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MCM/MMEAPPENDIX 1
Ramp Service Manual
WORK PERFORMANCE RECORD

A/C TYPE
A/C REG.
CHECK TYPE
WORK DESCRIPTION
Check Wings
Check Fwd/Mid/Aft
Fuselage
Check Empennage
Check Engines
Check NLG/MLG
Windshield Cleaning
L/H and R/W Wing

Leading Edge Cleaning
Water and Waste

System Service
STAT
TASKS DESCRIPTION
DATE
SIGN
STAMP
Remove covers and protections

Remove ADG, NLG and MLG lockpins
Establish ground power as required
Open doors as necessary
Assist crew in refueling aircraft as required
Wings
Overwing filler caps
Fuel drain valves and the water drain valves
for leakage
Leading edges, winglets, and fuel access

panel
Naca scoop, wing static dischargers and flight

control surfaces for damage and general
condition
Fuselage, cabin windows, refuel and defuel

adapter, access panels
Overwing emergency exits
Cargo door, cargo door seal and cargo door

light
APU inlet and cooling exhaust
Air conditioning exhaust for damage and

general condition
Check service panels and compartments

access doors.
Note: Give Special Attention to fuselage skin
Around Pitot Static Probes. (RVSM).
Horizontal / vertical stabilizer, rudder and

elevators with special attention to wing
leading edge sealing, wing tip erosion tape
and static dischargers
Tailcone and static dischargers for damage

and general condition
Check for leakage, damage and general

condition (intake area and first stage, spinner,
drains and mast, exhaust nozzle)
NLG/MLG for fluid leakage, condition and for

damage to doors.
Wheel assemblies for wear and damage
Shock absorber strut correct extension
Tires for correct tread depth
Clean windshield to remove foreign object
contamination
Clean wing leading edges to remove foreign

object contamination and insure that the
sealant does not protrude above the skin
surface
Make sure water and waste system is

serviced
WPR GA /WKR/ CL-600-2B19
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0
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WALKAROUND
CL-600-2B19
Carry out External

Walkaround
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RSM-01 THE TECHNICAL LOG SYSTEM AND MAINTENANCE DOCUMENTATION

1.
INTRODUCTION
1.1
Requirement
It is the requirement of JAR-OPS 1 that: (a) in the case of commercial air transport an operator must
use an aircraft Technical Log System (TLS) containing the following information for each aircraft:
1. Information about each flight necessary to ensure continued flight safety, and;
2. The current aircraft Certificate of Release to Service (CRS), and;
3. The current maintenance statement giving the aircraft maintenance status of what
scheduled and out of phase maintenance is next due except that the Competent
Authority may agree to the maintenance statement being kept elsewhere, and;
4. All outstanding deferred defects that affect the operation of the aircraft, and;
5. Any necessary guidance instructions on maintenance support arrangements.
(b) the aircraft technical log system and any subsequent amendment must be
approved by the Competent Authority.
1.2
Policy
The composition and utilisation of the Georgian Airways Technical Log system is described in this
procedure. It is Georgian Airways policy to use Cabin Log Book (CLB), as part of the Aircraft Technical
Log Book (TLB), although it held in a separate binder.
1.3
Responsibility
The Technical Director is responsible for the management and control of the Companys TLS and
ensuring that the CAA approves the Log and any subsequent amendments.
2.0
PROCEDURE
Each aircraft is required to carry a Technical Log. Each Log must be completed by the relevant Flight
Crew and by maintenance personnel and will represent an immediate reflection of the serviceability
state of the aircraft to which it relates.
The Technical Log comprises of SIX SECTIONS as follows:
SECTION 1
SECTION 2
SECTION 3
SECTION 4
SECTION 5
SECTION 6
2.1
Name and Address of Company, Aircraft Type and Registration.

Maintenance Statements, Out of Phase Maintenance Requirements,
Current Certificate of Release to Service.
Technical Log Book pages.
Flight Log pages.
Cabin Log Book pages.
Acceptable Deferred Defects (Hold Item List).
Maintenance Support Information and contact details.
Damage Charts.
SECTION 1
Company Information: The name and address of the operator, the aircraft type, the aircraft registration
are shown in this section.
2.2
SECTION 2
2.2.1
Maintenance Statement
The Maintenance Statement is a summary of the last Maintenance Check performed and next
Maintenance Check required, the date, TAH and/or TAC when last Maintenance Check is done and
next Maintenance Check must be done.
This statement should be reviewed in conjunction with the current data of TLB page and Flight Log (FL)
page, TAH and TAC to confirm that sufficient time is remaining to perform the intended flight(s).
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The Maintenance Statement sheets are re-issued by the Engineering Department of the Georgian
Airways, at every scheduled maintenance, when they are informed that the columns are full and require
revising.
The Maintenance Statement has one sheet:
Check Summary A checks
Following item are indicated in the Check Summary sheets:

Check Summary Routine check, 100 HRS, 6 Month (Form No A9/ENG/006)
Company information
Section which is used to record details of each checks, that is performed
on the aircraft.
Boxes are provided to record the TAH, TAC, station where the check is performed, the date and TLB
page number that the check was certified, sign and PK No of authorised personnel and date when the
next check must be done.
Check Summary A check (Form No A9/ENG/007)
Company information.
Last Heavy Maintenance (C checks and above) information (date, TAH).
Next Heavy Maintenance (C checks and above) information (date, TAH).
Section which is used to record details of each A checks and above , that is performed on
the aircraft.
Boxes are provided to record the type of checks, the TAH, the TAC, station where the check is
performed, the date and TLB page number that the check was certified. Sign and PK No of authorised
personnel and TAH and/or date when next check must be done.
2.2.2
Out of Phase Maintenance Requirement (Form No A9/ENG/020)
Out of Phase maintenance are recorded on the out of phase requirements record pages. Provision is
made to record the following information:
a) The company information;
b)
aircraft type and registration;
c) The title of the requirements;

d) The frequency of the requirement;
e) The date/flight hours/ cycles that the requirement is due;
f)
The date/flight hours/ cycles that the requirement was completed;
g) The sign of the person who completed the requirement and TLB page reference where
the requirement was certified.
2.2.3
Certificate of Release to Service (CRS)
A Certificate of Release to Service is necessary before flight at the completion of any one or
combination of:
RSM
Checks from the airline maintenance programme;

Airworthiness directives;
Overhauls;
Repairs;
Modification;
Aircraft component replacements;
Defect rectification.
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The Certificate of Release to Service must be issued by certifying staff when satisfied that all
maintenance on the airplane has been properly carried out.
During Line maintenance up to Weekly check, aircraft component replacements, defect rectification a
Certificate of Release to Service will be issued in the TLB page relevant section and WPR.
2.3
SECTION 3
2.3.1
Technical Log Book Page (Form No A9/ENG/002)
The Technical Log Book has been issued to fulfil ICAO, JAR-OPS 1, and Georgian Airways
requirements. The TLB pages have the necessary number of copies to satisfy legal requirements for a
copy to be left on the ground prior to flight and for the use of Engineering and Maintenance.
The TLB page is principal medium for recording service data and maintenance activity to ensure a
continued state of technical airworthiness.
Any corrections to entries must be made by striking out the incorrect entries, with cancellation of pages
or section of pages if it need and writing the correct text above or below them. The use of Tippex or
other correction fluids is prohibited.
The TLB page records the maintenance history of the aircraft. All entries must be accurate, legible and
as concise as possible.
The TLB page consists of:
An administration section
Two rows which are divided into:
1) Pre-flight inspection section;
2) Report/Action section;
3) Line maintenance check/service section.
The following item numbers refer to numbered items as shown:

Item 1 The administration section
The administration section is required to allow the allocation of a TLB page or copy thereof to a specific
aircraft and must always be completed. There is shown company information, type and registration of
aircraft.
Flight crew members or maintenance personnel must complete these fields with details, whenever a
new page is started.
Item 2 Pre-flight inspection section
Maintenance personnel must complete these fields with details, if a pre-flight inspection has been
carried out by Maintenance organisation (MO) personnel, otherwise they will remain blank. This MO
checks must not be confused with per-flight inspection carried out by crew members.
a
Item 2 Flight crew members or MO personnel must complete these fields with details, if De/Anti-icing
on ground has been carried out, to allow flight crew members to estimate the holdover time, otherwise
they will remain blank.
b
Item 2 The PIC must complete this fields with details to certify, that the pre-flight inspection has been
carried out and the aircraft is considered fit for the intended flight.
a
Item 3 Flight crew must always complete these fields for each flight to ensure continuity of the TLB.
b
Item 3 MO personnel must complete these fields with details only of a defect or malfunction becomes
known to them.
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Item 3 Flight crew members or MO personnel must complete the report field with details, if defect or
malfunction becomes known to them or for flight crew only with the Non Item List (NIL) defect store for
TLB continuity.
Only one defect or malfunction must reported per Report/Action section. For more than one defect or
malfunction becomes known the respective fields of the this case the line maintenance check/service
sections and the pre-flight inspection section(s) in between must remain blank. If a new page is
required the administration section must be completed.
Item 4a The Pilot In Command (PIC) must complete this fields with details, if a defect or malfunction has
been reported, no MO is available, the PIC responsible for the intended flight may carry forward (C/F)
this defect in accordance with the respective MEL, if he considers the aircraft fit for the intended flight.
b
Item 4 MO personnel must complete the action field with details, if a defect or malfunction has been
reported, after rectification or deferment HIL. In case of carried forward (C/F) action by the PIC the MO
personnel at home base must complete the action field.
Item 5 If MO personnel carried out any action these fields must be completed to CRS.
Item 6 If MO personnel have carried out a fluid service these fields must be completed.
Item 7 MO personnel must complete these fields with details, when a line maintenance check has
been carried out by MO.
Check type: Transit (TR), Daily (DY), 7 Day (7DY), Service (SRV), Walkaround (WKR) etc.
Item 8 The statement a release to service certification.
Item 9 If MO personnel have carried out a line maintenance check these fields must be completed to
certify a release to service.
2.3.2
Flight Log (Form No A9/ENG/004)
The Flight Log has been issued to fulfil EASA, JAR OPS 1 and company requirements.
Flight Log is for recording flight data, data of flight crew, engine parameters data, fuelling data.
Any correction to entries must be made by striking out the incorrect entries with cancellation of pages or
section of page if it need and writing the correct data above or below them.
The Flight Log records the Flight history of the aircraft. All entries must be accurate, legible and as
concise as possible.
The Flight Log consists of:
tem 1 An administration section
There is information about company; aircraft type registration, flight log page number and previous
page number.
Item 2 In these fields are recorded Flight information: flight number, schedule and actual departure and
arrival time, aircraft carry over hours and TAH, delay time and reason, passenger and freight
information.
Item 3 In these fields are recorded information about flight crew.
Item 4 In these fields are recorded all necessary fuelling information separate for each leg.
Item 5 In these fields are recorded engines in flight data.
Item 6 This field is for additional information, that should be made by PIC and there is PIC sign.
Item 7 There are explanation of codes, which are used in Flight Log.
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Pilot In Command (PIC) is responsible for completion of flight Log. PIC must complete these fields with
details after each flight leg. Mo personnel must recheck TAH and conform it with sign.
2.3.3
Cabin Log Book (Form No A9/ENG/003)
The Cabin Log Book should to be considered as a part of the Technical Log System and TLB.
All cabin defects which do not affect the airworthiness or safe operation of aircraft must be entered into
the CLB page relevant section.
Any item affecting the airworthiness or safe operation of the aircraft must be reported in TLB. Cabin
crew members (CDC-Chief De Cabin) must check with the PIC and/or MO personnel whether a defect
or malfunction affects the airworthiness or safe operation of the aircraft before reporting in the CLB*.
Any corrections to entries must be made by striking out the incorrect entries, with cancellation of page
or section of page if it need and writing the correct text above or below them. The use of Tippex or
other corrective fluids is prohibited.
All entries must be accurate, legible and as concise as possible. It is responsibility of the CDC to
ensure that any cabin defects become known to them are recorded in the CLB after each flight.
MO personnel must ensure that there are no airworthiness items in the CLB and if there are
such items they must be transferred to TLB.
*Cabin defects consist of but are not limited to the following items:
1.
2.
3.
4.
5.
6.
7.
Seat furnishings;
Passenger service units (other than oxygen);
Trim and furnishings (carpets, galley, curtains);
Lights (other than emergency)
Stowages Cupboards turn buttons etc.;
Toilets (other than electrical)
Galleys (other than electrical)
If it is not possible to clean any cabin defect immediately and that is acceptable to defer the item, the
defect should be transferred into the Hold Item List (HIL) by appropriately authorised maintenance
personnel. The CLB must be reviewed by MO personnel at each check for any un-cleared defects.
CLB consists of:
Item 1 Data of company, A/C type, registration, date and number of CLB page. MO personnel must
complete these fields with details before flight.
Item 2 Instruction for completion of the CLB
Item 3 Passenger cabin release and accept section
MO personnel and CDC must complete these fields (make note) before and after flight during
acceptance and confirm with signs; If there are no findings with NIL state. If there are some findings
they must reported in the report section.
Item 4 Cabin crew members or MO personnel must complete the report fields with details, if cabin
defect or malfunction becomes known to them and for cabin crew only with the NIL defect state, if there
no findings.
Only one defect or malfunction must be reported per Report/Action section. For more than one defect
or malfunction becomes known, the respective fields of the next rows must be completed accordingly.
If no defect or malfunction becomes known to cabin crew the NIL state may be reported one time for all
logs.
Item 5 MO personnel must complete the action field with details, if a defect or malfunction has been
reported after rectification or deferment to HIL.
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Section 4.
Acceptable deferred defects and Cabin deferred defects (Hold Item List
(HIL)) (Form No A9/ENG/005)
This is section, which contains acceptable deferred defects forming a summary of defects, which have
been carried over from the TLB pages and/or CLB pages on which they were first entered (but not
rectified).
The acceptable deferred defects (ADD) recorded in the HIL page may refer to the MEL/CDL for
allowable
equipment
un-serviceability,
and/or
any
maintenance
and/or
operational
action/limitations/restrictions acceptable in accordance with aircraft MM and/or SRM.
It can also be used for the recording of the installation of a loaned item of equipment. Inoperative labels
should be applied adjacent to any inoperative equipment/switches that are used by the flight crew as
appropriate for MEL items and CDL restrictions apply placards on the forward instrument panel for
CDL items.
In case of a defect or malfunction do not affect the airworthiness or safe operation of the aircraft (mostly
CLB defects ), but it is not possible to rectify immediately, these items also must transferred from CLB
to HIL page with reference Basis, to ensure that non-airworthiness defects are overlooked.
It is responsibility of certifying staff (MO) to complete HIL. One set of HIL is used between A checks
and higher. During A checks open HIL items should also transferred to Non Routing Cards (NRC). In
case of item not rectified it must be transferred to new set of HIL page.
Some Acceptable Deferred Defects need to be re-checked periodically. For this should be issued RECHECK RECORD (Form A9/ENG/028) additionally and perform re-inspection accordingly until defect
will be rectified.
HIL page consist of:
Item 1 Company data, A/C type and registration, interval-start data, HIL page number and sequence
number.
Item 2
Report section
MO personnel must complete this field with details, if defect or malfunction has been transferred from
TLB or CLB page.
Only one defect or malfunction must be reported for one row.
If the defect is discovered during a maintenance work, it must be first reported to TLB or CLB page.
Each entry must be done by authorised MO personnel. If there are any limitations/restrictions
associated with the deferred defect, the limitations/restrictions must be entered.
Item 3 Action section
MO personnel must complete this field with details accordingly, after rectification or carry forward to the
next HIL set deferred defect or malfunction.
Item 4 Instruction section
There is instruction of MEL items category and interval-end data.
2.4
Section 5
All the relevant Maintenance Support Information is shown in this section. Details of the Maintenance
Organisation, Operation Control and additional information which may be need for crew are recorded in
this section.
Briefing Card (Form No A9/ENG/008)
The Briefing card contains only information (not defects/malfunction) which may affect the operation of
this specific aircraft in relation to the rest of the fleet. The Briefing card must be completed by
authorised MO personnel only.
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An item will be cancelled with a diagonal line across the text including the word cancelled and entry of
PK No and sign below the item.
2.5
Section 6
Damages/Delamination Charts
This section contains information about any damages of the airframe, delamination of cockpit windows
and damages of engine fan blades and any repairs that are made. At each Base maintenance the
charts are reviewed and amended accordingly as required and revised charts issued.
Any damage to the aircraft must always be assessed in accordance with the a relevant Aircraft
Structural Repair Manual (SRM) prior to further service if acceptable/repairable. Details, including any
concessions, must be entered into the appropriate damage repair chart as well as the applicable TLB
page. Damage/Repairs with concessions should be identified on the appropriate chart. The charts
includes various views of the aircraft, two engine fan views and a view of the flight deck windows. The
appendix 11 illustrates each chart for Boeing 737 aircraft for example. Appendix A of RSM for
Bombardier CL-600-2B19.Appendix B of RSM for Gulfstream GIV-X (G450).
Note: The Check Summaries, Hold Item List, Briefing Card and Damages/Delamination charts are
stored on board of each aircraft. This folder, which is separate from but associated with the Technical
Log, contains a number of documents which are required to be carried in the Log or elsewhere in the
aircraft or which may be required for maintenance and/or airworthiness purposes during operation.
3.0
Handling of aircraft documentation and trouble shooting (T/S) during maintenance
3.1
Purpose
To record all documentation of each aircraft and T/S, that was performed on the aircraft during shift.
3.2
Definition
SMR-Shift Maintenance Report (Form No A9/ENG/019) special form for recording documentation and
T/S information.
3.3
Responsibilities
It is the responsibility of shift leader and/or authorised MO personnel to record all Technical Log and
other documentation. If there was T/S of defects or malfunctions detailed information should be
reported as well in the Remark and T/S information section.
It is the responsibility of shift leader, Production Manager and Engineering Department (ED) to perform
monitoring next steps of T/S if appropriate.
3.4
Procedure
After completion of maintenance on the aircraft shift leader and/or authorised MO personnel must
record to the SMR page all Technical Log documentation pages with their numbers (TLB page, CLB
page, HIL, TAG, NRC,FL page and etc.)
Information about T/S of defects or malfunction if there was such need must be reported accordingly.
Shift leader and/or authorised MO personnel must record all T/S steps, which were performed during
shift.
4.0
Handling of findings during aircraft maintenance
4.1
Purpose
To record any discrepancies during aircraft maintenance (A Check and above) into a NRC to initiate
rectification measures.
This notwithstanding, NRC may be used during lower maintenance.
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Definition
NRC Non Routine Card (Form No A9/ENG/015)

Special card Form for recording any discrepancies and rectification actions.
4.3
Responsibilities
It is authorised MO personnel responsibilities to record, rectify and defer the discrepancies.

4.4
Procedure
4.4.1
Recording of discrepancies
All findings should to be recorded on the NRC duly by authorised MO personnel.

The following entries on NRCs are essential for further preparation and rectification:
-
brief description of the known or suspected malfunction or defect

reference to ATA chapters and/or Task cards
Note:
If the issuer can see that, due to its implications, the correction of a discrepancy will require more
extensive measures, the supervisor or shift leader is to be informed immediately.
All NRC should be registered in Maintenance Summary Control Sheet for control of NRC issues and
status of them.
4.4.2
Rectification of discrepancies
All measures taken to correct discrepancies will be implemented by the supervisor or shift leader
considering the following requirements:
4.4.3
work instructions
allocating of tools
Documentation after rectification
After rectification the performed work has to be recorded by issuing the following entries into the NRC:
- clear description of the job completed
- certification by full signature and PK number
- complementary work instructions which are written off are to be enclosed with
NRC
- written off NRCs are to be collected for completion of the Maintenance
Summary Control Sheet
- completed NRCs are controlled via the MSCS and will be transferred to ED for
documentation as follows: Original Life History Record, copy Maintenance
Organisation.
4.4.4
Deferment of discrepancies at the maintenance base
Any findings reflecting the repair intervals according to the MEL/CDL are to be deferred by transferring
into the HIL.
For deferments of discrepancies the limits for repairs are to be taken out of the manufacturers
instructions and to be recorded onto the NRC and in the Open Item List.
Discrepancies effecting operational requirements or passenger convenience where no rectification
intervals are given are to be deferred and transferred with the priority BAS into the HIL.
During the daily Maintenance Board Meeting the deferment of discrepancies has to be presented for
review by ED and to be recorded into the Open Item List for planning of rectification.
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APPENDICES.
1.
Example of Technical Log Book page form No A9/ENG/002 with numbered sections to
correspond with the above
2.
Example of Cabin Log Book page form No A9/ENG/003
3.
Example of Flight Log page form NO A9/ENG/004
4.
Example of Hold Item List form No A9/ENG/005
5.
Example of Check Summary Routine/100 HRS Check form No A9/ENG/006
6.
Example of Check Summary - A Check form No A9/ENG/007
7.
Example of Shift Maintenance report form No A9/ENG/019
8.
Example of Briefing Card form No A9/ENG/008
9.
Example of Out of Phase Maintenance Requirements form No A9/ENG/020
10.
Example of Non Routing Card form No A9/ENG/015
11.
Example of Boeing 737-300/400/500 Damage Charts forms:
12.
A9/ENG/009
Chart 1
A9/ENG/010
Chart 2
A9/ENG/011
Chart 3
A9/ENG/012
Chart 4
A9/ENG/013
Engines
A9/ENG/014
Flight Deck Windows
Appendix A and Appendix B of RSM.
Appendix A Examples of charts CL-600-2B19
Appendix B Examples of charts G450
A9/ENG/009a
Fuselage L/H
A9/ENG/009a
A9/ENG/009b
Fuselage R/H
A9/ENG/009b
Fuselage R/H
A9/ENG/010a
L /H Wing Top
A9/ENG/010a
L /H Wing Top
A9/ENG/010b
R/H Wing Top
A9/ENG/010b
R/H Wing Top
A9/ENG/011a
L/H Wing Bottom
A9/ENG/011a
L/H Wing Bottom
A9/ENG/011b
R/H Wing Bottom
A9/ENG/012a
L/H Vertical Stabilizer
A9/ENG/012b
L/H Horizontal Stabiliser.
A9/ENG/012c
R/H Horizontal Stabiliser
A9/ENG/011b
A9/ENG/012a
A9/ENG/012b
R/H Wing Bottom

Vertical Stabilizer and Rudder.
Horizontal Stabiliser.
Fuselage L/H
A9/ENG/013a
Engines LH
A9/ENG/013a
Engines LH
A9/ENG/013b
Engines RH
A9/ENG/013b
Engines RH
A9/ENG/013c
Engine Cowls and Nacelles
A9/ENG/014a
Flight Deck Windows
A9/ENG/014a
L/H Window
A9/ENG/014b
R/H Window
A9/ENG/015a
L/H Nacelles
A9/ENG/015b
R/H Nacelles
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Appendix 1 - Example of Technical Log Book Page Form No A9/ENG/002
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Appendix 2 Example of Cabin Log Book Page Form No A9/ENG/003
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Appendix 3 Example of Flight Log Page Form No A9/ENG/004
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Appendix 4 Example of Hold Item List Form No A9/ENG/005
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Appendix 5 Example of Check Summary Routine/100 HRS Check Form No A9/ENG/006
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Appendix 6 Example of Check Summary - A Check Form No A9/ENG/007
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Appendix 7 Example of Shift Maintenance Report Form No A9/ENG/019
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Appendix 8 Example of Briefing Card Form No A9/ENG/008
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Appendix 9 Example of Out of Phase Maintenance Requirements Form No A9/ENG/020
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Appendix 10 Example of Non Routing Card Form No A9/ENG/015
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Appendix 11 Example of Boeing 737-300/400/500 Damage Charts:

Form No A9/ENG/009 CHART 1
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CHART 2
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Form No A9/ENG/011
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CHART 3
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Form No A9/ENG/012
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Form No A9/ENG/013 Engines
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RSM-02 POTABLE WATER & TOILET SERVICING PROCEDURE

1.
INTRODUCTION
1.1
Requirement
The Boeing 737-300/400/500 is equipped with a Potable Water System, which supplies water to the
Galleys, Lavatory sinks and Lavatorys. Individual servicing facilities are provided to service the
Potable Water System and the Lavatory Waste Tank.
Servicing of the Potable Water System and Waste Tank is carried out in accordance with the Aircraft
Maintenance Manual (AMM), chapters 12-14-00, and 12-17-00 respectively.
The CL-600-2B-19 water/waste system on the aircraft keeps and supplies potable water and wash
water. The system also collects used waste solids and water and permits their removal. The
water/waste system includes the Potable water system, the Wash water system and the Waste
disposal system.
Servicing of the Potable Water System and Waste Tank is carried out in accordance with the Aircraft
Maintenance Manual (AMM), chapter12-18-00 respectively.
The Gulfstream G450 The potable water system is an air pressurized system supplying water to the
lavatories and galleys. The system also incorporates a drain and waste system. The waste system has
the ability to collect and store waste.
System servicing is carried out in accordance with the G450 AMM, Chapter 38.
1.2
Policy
This procedure is intended to highlight certain requirements contained within the Aircraft Maintenance
Manual. It is not intended to repeat or supersede those instructions contained in the AMM.
1.3
Responsibility
It is the responsibility of the Line Maintenance Manager to ensure that all personnel involved with the
day to day servicing of these systems are made aware of the servicing procedures and any cautionary
notes applicable.
2.
PROCEDURE
Potable Water System Servicing
WARNING:
POTABLE
APPROVED SOURCES.
WATER
SHOULD
ONLY BE UPLIFTED
FROM
KNOWN
AND
Draining
It is important to remember that when draining the system in order to leave the system empty for any
length of time, you must open certain circuit breakers for the all water heaters, etc. If there is need to
drain and clean the potable water tank a disinfectant follow the procedure in accordance with AMM 3811-00/301
WARNING: IF THE POTABLE WATER SYSTEM IS NOT DRAINED OR IN NORMAL USE A
MINIMUM OF ONE TIME EACH THREE DAYS, THE GROWTH OF BACTERIA CAN OCCUR. IF
BACTERIA GROWTH CONTINUES, AND YOU DRINK THE WATER, ILLNESS CAN OCCUR.
2.1.2
Filling
CAUTION: WHEN FILLING THE POTABLE WATER SYSTEM TANK THE RECOMMENDED WATER
PRESSURE IS 25 PSI-55PSI. DO NOT USE A WATER PRESSURE OF MORE THAN 55PSI
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Toilet Servicing
WARNING: DO NOT OVER SERVICE THE TOILET SYSTEM. A LEACKAGE OF TOILET FLUID
CAN POSSIBLY ENTER ELECTRICAL AND/OR ELECTRONIC SYSTEMS AND CAUSE A
DANGEROUS MALFUNCTION. THIS COULD CAUSE AN UNWANTED EFFECT TO THE FLIGHT
SAFETY OF THE AIRPLANE AND RESULT AS INJURY OR LOSS OF LIFE TO THE PERSONS
ABOARD.
CAUTION: DO NOT PERMIT THE TOILET FLUIDS TO TOUCH THE AIRPLINE STRUCTURE. THE
TOILET FLUID CAN CAUSE CORROSION WHICH CAN CAUSE DAMAGE TO THE AIRPLANE
STRUCTURE.
MAKE SURE THERE ARE NO STAINS ON THE AIRPLINE SKIN. STAINS ON THE AIRPLINE SKIN
CAN BE AN INDICATION OF AN INFLIGHT LEACKAGE OR UNSATISFACTORY SERVICING
PROCEDURES.
MAKE SURE THERE IS NO INFLIGHT ICE BUILDUP FROM THE FORWARD TOILET SERVICE
PANEL. IF THERE IS AN ICE BUILDUP AND IT IS RELEASED INFLIGHT, IT CAN CAUSE DAMAGE
TO THE No. 2 ENGINE OR THE AIRPLINE STRUCTURE.
2.2.1
Draining and flushing
After draining the waste tank, you have to flush it. Use a minimum 8 gallons of water the flush line to
flush the toilet system. While the water goes through the flush line, pull and release the drain valve
handle 5 times. This will cause the valve face the valve seat to be clear.
While drain cap open, check leakage from the drain valve. Water in the drain line can show leakage
from the drain valve.
Drain the water from tank.
Make sure flush port and drain line are drained.
2.2.2
Filling
Fill the toilet tank with the chemical pre-charge, or water to the quantity shown on the service panel
placard. The suggested amount is 3 gallons (12 litres).
Make sure the flush port is drained. The fluid could take as long as 6 minutes to drain.
3.
REFERENCES
AMM 12-14-00
AMM 12-17-00
AMM 12-18-00
4.
APPENDICES
Appendix 1
Appendix 2
RSM
Potable Water Servicing and Drain Point Illustrations

Waste Tank Servicing Illustrations
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APPENDIX 1 POTABLE WATER SERVICING AND DRAIN POINT ILLUSTRATION
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Potable Water Service Port (Gulfstream G450)
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APPENDIX 2 WASTE TANK SERVICING ILLUSTRATIONS
Potable Water System Service Ports (CRJ200)
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COLD AND INCLEMENT WEATHER CONDITIONS PROCEDURES
INTRODUCTION
Requirement
Winter month weather conditions require additional procedures to maintain serviceability and safe flight
characteristics. Winter brings snow and ice conditions which, unless adequately addressed, may impair
the operational characteristics of the aircraft.
When freezing conditions are forecasted, consideration should be given to draining all the potable
water and toilet fluid contents from the aircraft.
During high wind velocity conditions, which may occur any time of the year, precautions must be taken
to reduce the possibility of damage to aircraft and equipment. During heavy and/or persistent rain,
precautions must be taken to ensure that excess amounts of water do not enter the aircraft and cause
damage to equipment.
Whenever the aircraft are parked for prolonged periods at airports that are susceptible to sand or dust
contamination, precautions must be taken to prevent contamination to aircraft systems wherever
possible.
1.2
Policy
It is Georgian Airways policy to ensure that the staff takes every necessary precaution to deal with
winter and inclement weather conditions in accordance with these procedures.
1.3
Responsibility
The Flight Crew and/or authorised personnel are responsible to ensure that the aircraft is correctly deiced prior to accepting the aircraft for service. The staff is responsible for monitoring the de-icing/antiicing operation, and ensuring that the correct fluid is applied. Certification as such is made in the
Aircraft Technical Log Book page, together with details of the start and end time of the operation, and
the mix, and type of fluid used. The de-icing/anti-icing operation is contracted out to appropriately
approved organisations.
All personnel engaged in de-icing/anti-icing must ensure that they are acquainted with any prevailing
local airport regulations. Particular care must be taken to establish the areas of the airport where deicing may take place in order that local drainage and pollution controls are observed.
During periods of high wind and rain it is the responsibility of the certifying staff to ensure that the
aircraft is correctly parked and chocked, and that all ground equipment is clear of the aircraft. During
freezing conditions below a certain temperature the aircraft potable water and toilet fluid should be
drained.
If the aircraft is parked for prolonged periods at an airport where the aircraft is susceptible to sand and
dust contamination, vital areas must be blanked off.
When an aircraft is parked down route where no maintenance support facilities are available the flight
crew shall comply with the above.
2.
PROCEDURE
2.1
Freezing Conditions
Whenever De-icing and/or Anti-icing operations are considered necessary the Aircraft Maintenance
Manual should be consulted (Aircraft Maintenance Manual (AMM) 12-33-01 and 12-33-02 refer for
Boeing 300/400/500, AMM 12-30-00 Unscheduled Maintenance for Bombardier CL-600-2B19 aircrafts)
and AMM 12-32-00 Aircraft Deicing / Anti-icing Servicing for Gulfstream G450.
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Definitions
2.1.2.1 De-icing
A procedure by which frost, ice, slush, and snow is removed from an aircraft in order to provide
uncontaminated surfaces.
2.1.2.2 Anti-icing
A precautionary procedure that provides protection against the formation of frost or ice and
accumulations of snow on treated surfaces of the aircraft for a limited period of time.
2.1.2.3 De/Anti-icing
De/anti-icing is a combination of the two operations described above and can be performed in either
one or two steps. With one-step de/anti-icing the fluid used to de-ice the aircraft remains on the aircraft
surfaces to provide a limited anti-icing capability. Two- step de/anti-icing consists of two distinct steps.
The first step, de-icing, is followed by the second step, anti-icing, as a separate fluid application.
2.1.2.4 Holdover Time
The holdover time is the estimated time that the de-icing/anti-icing fluid will prevent frost, ice and snow
from forming or accumulating on the protected surfaces of the aircraft under certain weather conditions.
2.1.2.5 Freezing Conditions
Defined as an Outside Ambient Temperature (OAT) below 3 degrees Celsius and visible moisture in
any form (such as fog, rain, snow, sleet or ice crystals) or when standing water slush, ice or snow is
present on the runway.
2.1.2.6 Frost (Including Hoar Frost)
A crystallised deposit, formed from water vapour on surfaces which are at or below 0 degrees Celsius.
2.1.2.6 Steady Snow
Continuous precipitation in the form of ice crystals or flakes, which may accumulate on aircraft
surfaces.
2.1.2.7 Freezing Fog
Defined as a cloud of super cooled water droplets that freeze upon impact to form a deposit of ice on
objects in cold weather conditions. The visibility at ground level is generally reduced to less than 1km
during this condition.
2.1.2.8 Freezing Rain
Precipitation of liquid water particles, which freeze upon impact with, exposed surfaces and objects.
Precipitation consists of drops of water greater than 0.5mm diameter.
2.1.2.9 Rain on a Cold Soaked Wing
Water droplets from rainfall forming sheeting on the wing upper surface when the temperature of the
aircraft wing is at or below 0 degrees Celsius. This phenomenon can occur at ambient temperatures up
to +15 degrees Celsius and is critical.
2.1.3
Process
Personal should ensure that anti-icing/de-icing operations appropriate to the conditions are carried out
prior to departure and that inspections indicate that all significant deposits of hoar frost, ice and snow
have been removed satisfactorily from flight controls, wings and stabilisers.
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If conditions are severe and the aircraft is to remain on the ground for a length of time that would allow
a build up of ice and snow, consideration should be given to anti-icing the aircraft as soon as possible
after landing.
Prior to departure the fuselage and vertical stabiliser surfaces should be free from ice and snow. Thin
hoar frost on the upper fuselage is permissible in accordance with the AMM 12-33-01. Reference
should always be made to the AMM.
De-icing fluid must not be sprayed into engine or APU inlets, exhausts, engine thrust reversers, probe
inlets, static ports, scoops, vents, drains, etc, but all must be clear of ice and snow. Should it be
necessary for the engines or APU to be running, the air conditioning packs and bleed valves must be
closed.
Hot fluid must not be sprayed directly onto cold windscreens/windows.
When performing de/anti-icing, ice and snow must not be forced into openings around flight control
surfaces.
After the removal of ice and snow operate all flight controls through their full range of movement. Have
a person on the ground verify that all surfaces do move full travel. If you think that seals are frozen or
there are blockages, then move the control surfaces manually before you apply power.
Note: It is essential that flight deck personnel are notified prior to moving any control surface
manually.
Make sure that there is no ice, snow or slush collected in the landing gear or wheel well areas.
Make sure that all drains are clear and not blocked.
Make sure that the Angle of Attack sensors are clear of ice and ice and or snow and that sensors move
freely.
Large deposits of dry snow on wing surfaces etc, maybe removed with brooms.
The Fuselage maybe cleared using ropes or fabric laid over the fuselage and see-sawed over the top
surface, care must be taken not to damage equipment and surface finishes.
Care must be taken not to damage equipment and antennas, when using manual methods of
clearance. A check should be made of all aerials/antennas for damage after the fuselage has been
cleared.
De-icing details are to be entered into the Technical Log Book Page in the allotted space.
Holdover protection is achieved by a layer of anti-icing fluid remaining on and protecting the aeroplane
surfaces for a period of time.
With a one-step de-icing / anti-icing procedure, the holdover time begins at the commencement of deicing / anti-icing. With a two-step procedure, the hold over time begins at the commencement of the
second (anti-icing) step.
Should frozen deposits form or accumulate on an aeroplane surface, the holdover time will have run
out.
2.1.4
De/Anti-icing
NOTE: DE-/ANTI -ICING APPLICATION HAS TO BE CO-ORDINATE WITH PIC AND GROUND OPS
AND CARRIED OUT AS NEAR TO DEPARTURE TIME AS POSSIBLE TO ACQUIRE MAXIMUM
HOLDOVER TIME.
ATTENTION:
THE HORIZONTAL STABILIZER MUST BE POSITIONED IN NOSE DOWN
POSITION (STABILIZER LEADING EDGE FULL UP) BEFORE DE-/ANTIICING!
2.1.4.1 De-icing and inspection after landing with slash on runways
The crew will note in TLB that flaps/slats are not fully retracted before inspection and removal of ice and
snow.
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Check the following:
Leading edge and compartments of the wing
Flap tracks, carriages and hinge mechanism
Rear spar area of the wing (above and in front of the flaps)
Engine air intakes and fan ducts
Landing gear including wheels, breaks and wheel well areas
Stabilizers, elevators and rudders
After inspection, areas free of ice and snow retract flaps/slats, sign off inspection and functional test in
TLB.
2.1.4.2 Necessity for de-/anti-icing
All surfaces including fuselage, wings, flaps, leading edge devices, ailerons, horizontal and vertical
stabilizers, elevators and rudders must be free from frost, ice or snow.
This is referred to as the clean airplane concept.
NOTE: A layer of frost 1/8-inch thick or less on the lower wing surfaces (in the spar area) is permitted if
it is caused by very cold fuel.
Thin hoar frost is permitted on the top surface of the fuselage if all constant thickness with a sharp
crystalline texture. Hoar frost it thin, when markings, paint lines or letters are still visible. Carefully
examine the top of the wings to determine clear ice. It is possible that the clear ice can only be found by
touching with hand.
Clear ice must be removed before take-off.
2.1.4.3 Anti-icing for extended transits or parking the aircraft
When any precipitation or frost is expected, protect clean surface of aircraft with ISO type II or type IV
fluids (see OM, Part A, Chapter 08.02.04).
CAUTION: THE REPEATED APPLICATION OF TYPE II OR TYPE IV, WITHOUT THE
SUBSEQUENT APPLICATION OF TYPE I OR HOT WATER, MAY CAUSE A RESIDUE
REHYDRATE AND FREEZE UNDER CERTAIN TEMPERATURE, HIGH HUMIDITY AND/OR RAIN
CONDITIONS. THIS RESIDUE MAY BLOCK OR IMPEDE CRITICAL FLIGHT CONTROL SYSTEMS.
THIS RESIDUE MAY REQUIRE REMOVAL.
2.1.4.4 Post de-/anti icing check (only on crew request)
After completion of de/anti-icing check the following:
All surfaces including fuselage, wings, flaps, leading edge devices, ailerons, horizontal and
vertical stabilizers, elevators and rudders must be free from frost, ice or snow.
Carefully examine the tip of the wings to determine clear ice by touching with hand
Rear spar area of the wing (above and in front the flaps)
Engine air intakes and fan ducts. Turn fan by hand & check for free rotation and fan blades free
of ice
Landing gears including wheels, brakes and wheel well area
Remove all de-/anti-icing fluid from cockpit windshields
Pitot tubes, static ports and sensors are clear of ice and snow
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2.1.4.5 Fluid types

ISO Type I Fluid (not thickened) - This fluid has a high glycol content and low viscosity in its
concentrated form. De-icing performance of the fluid is good. However due to low viscosity, it has only
a limited anti-icing protection during freezing precipitation.
It is used predominately for removing frozen deposits from aeroplane surfaces, either as a first in twostep operation or where has stopped. With this type of fluid no additional protection is provided by
increasing the concentration of the fluid in the fluid/water mix. Type 1 fluids are usually clear.
The freezing point of the ISO Type I heated fluid of either one step de-icing/anti-icing or as the second
in a two-step operation shall be at least 10 Deg C below the ambient temperature.
The freezing point of the ISO Type I fluid mixture used the first step in a two step operation shall not be
more than 3 Deg C above ambient temperature.
ISO Type II Fluid (thickened) - This fluid generally has lower glycol content form than Type 1 fluid due
to the inclusion of a pseudo plastic thickening agent.
This effectively means that when applied to the surface of the aeroplane the viscosity is high, thus
allowing the fluid to remain on and protect against freezing precipitation for a period of time. However,
the increasing effect of the airflow over the wing during the take-off roll will effectively shear the fluid,
reducing its viscosity and allowing it to readily flow off the critical concentration of the fluid/water mix.
Type II fluids are usually straw coloured.
ISO Type IV Fluid (thickened) - This fluid is similar in both composition and operation to Type II fluids.
However through the use of advanced thickening systems it provides more holdover time than Type II
fluids, when used in concentrated form. As with Type II fluids the holdover tome can be extended by
increasing the concentration of the fluid/water mix.
Type IV fluids are usually coloured green.
2.1.4
Water Draining
Potable Water and Toilet systems must be drained when the temperature is forecast to be below 0 c
and the aircraft is to remain on the ground for a period of five hours or more. It is imperative that when
draining the potable water system, the power supplies to the toilet water heaters, water compressor (if
installed) and water quantity gauge are isolated.
The aircraft maintenance manual (AMM) Potable Water System Servicing 12-14-00 and Waste Tank
Servicing 12-17-00 refer accordingly.
2.1.4.1 DRAINING OF WATER SYSTEM
USE ONE OF THE FOLLOWING METHODS:

APU
CHECK APU BLEED AIR SWITCH ON
AIR PRESS. SOURCE:
CONNECT TO AIR VALVE
WATER SYSTEM PRESSURE DRAINING

ALL WATER HEATERS CBS (P-18)
FWD LAVATORY SPLY/DRAIN VALVE
AFT LAVATORY SPLY/SOV
TANK DRAIN VALVE
PULL
DRAIN POS.
ON POS.
OPEN
OBSERVE WHEN WATER STOPS FLOWING FROM DRAIN OUTLETS THEN:

TANK DRAIN VALVE
FWD LAVATORY SPLY/SOV
WATER TANK
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ISSUE 1
CLOSE
ON POS
ON POS.
PRESSURIZE UP TO 5
MIN.
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FWD& AFT COFFEMAKER

FWD& AFT GALLY POTABLE WATER OUTLET
DRAIN REST WATER &

THEN ON POS
OPEN, DRAIN RESET
WATER & CLOSE
DRAIN WATER
PUSH& DRAIN WATER
AIR PRESSURE SOURCE
REMOVE
FWD&AFT LAVATORY WATER FAUCETS
AFTER WATER DRAINING:

TANK DRAIJN VALVE
TLB ENTRY
DRAIN POS.
ON POS
OPEN; THEN CLOSE
PERFORM
DRAINING PREFLIGHT PREPARATION PERFORM THE FOLLOWING

TLB ENTRY
TANK DRAIN VALVE
WATER SYSTEM
CHECK
ON POS.
ON POS.
CLOSE
SERVICE
WATER SYSTEM PRESSURIZATION

FILL & OVERFLOW VALVE
TANK DRAIN VALVE
WATER TANK
FWD& AFT COFEEMAKER
FWD & AFT GALLEY POTABLE WATER OUTLET
FWD/AFT LAVATORY WATER FAUCET
ALL WATER HEATERS CBS (P18)
CLOSE
CLOSE
ON POS.
ON POS.
PRESSURIZE UP TO
5 MIN.
BLEED
BLEED
BLEED
CLOSE
2.1.4.2 DRAINING OF COFFEMAKERS

DRAIN THE COFFEMAKERS AS FOLLOWS:
AIRCRAFT WATER SYSTEM
TOGGLE VALVE BEHIND COFFE BOWL
WATER FAUCET
EMPTY COFFE BOWL
NOTE: DO NOT SPILL IN GALLEY AREA.
PRESSURIZE
OPEN & LEAVE OPEN
OPEN & LEAVE OPEN
REINSTALL
PREFLIGHT PREPARATION
TOGGLE VALVE
WATER FAUCET
PRESSURIZE
CLOSE
OPEN TILL WATER
FLOWS
CLOSE
WATER FAUCET
2.1.4.3 DRAINING OF WATER BOILERS
DRAIN THE WATER BOILERS AS FOLLOWS:
DISCHARGE VALVE
WATER TAP
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PRESSURIZE
OPEN
OPEN
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PREFLIGHT PREPARATION
DISCHARGE VALVE
WATER TAP
WATER TAP
2.2
PRESSURIZE
CLOSE
OPEN TILL FLOWS
CLOSE
High Wind Velocity Conditions.
The Boeing 737 is made to be resistant to high velocity ground winds from all angles without mooring.
However, if high velocity winds are expected, certain parking tasks should always be performed. The
AMM Chapter 101300 and 102100 describes in detail what actions are required. The basic actions
required would be to apply the park brake, double chock the aircraft nose wheel and main wheels, set
the horizontal stabiliser to zero pilot units, and ensure the flaps are up. Engine intake and exhaust
blanks should be installed as required.
Consideration should also be given to the amount of fuel that is on board the aircraft. If high velocity
winds are forecast in excess of 30 knots refuel the aircraft to full wings fuel, ensuring that less fuel is
not required for the next flight.
All ground equipment should be moved well away from the aircraft to prevent contact with the aircraft
should the aircraft move.
2.3
Heavy/Persistent Rain Conditions
If heavy/persistent rain is forecasted then all necessary precautions must be taken to prevent water
from entering the aircraft. All doors and hatches must be kept closed as is practical. Particular care
must be taken if the aircraft is parked for extended periods.
2.3
Sand & Dust Conditions
prevail, although it can be encountered in almost most airports in certain climatic or operational
conditions. Contamination can be caused by strong winds, engine jet exhausts, landing on dusty
airstrips etc.,
During any of these climatic or operational conditions the approved ground personnel and/or flight
accumulations could build up e.g. flap and flying controls recesses, inlet ducts, engine intakes,
compressor fan blades, wheel bays, pitot/static vents etc.,
If the aircraft is to be parked at an airport for any length of time where dust and sand contamination is a
possibility, then the following actions must be taken:
Flaps, leading edge devices to be in the up position

Stabiliser Trim set at neutral
Engine Intakes and Exhausts blanked off
Doors and Windows closed
Pitot and Static ports blanked off
A check should be carried out prior to flight to ensure that all blanks and covers have been removed
and that all exposed recesses are not contaminated.
3.0
REFERENCES
Boeing 300/400/500
Bombardier CL-600-2B19
Gulfstream G450
RSM
AMM 05-51-28, AMM 12-33-01, AMM 12-33-02

AMM 12-18-00, AMM 12-18-38, AMM 12-30-00
AMM 12-32-00
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FMS DATA BASE LOADING PROCEDURE
INTRODUCTION
1.1
Requirement
This procedure describes the requirements for the acquisition, reproduction, storage, and use of FMS
DATA BASE Software (OBLS).
1.2
Responsibility and procedure
The Operational Control is responsible for the receiving of the MS NDB Software from
Airports.NavData@jeppersen.com and resend it to the Technical Department.
The Engineering Department is responsible for the receiving the FMS NDB Software from the
Operational Control, creating a FMS NDB diskette and distribution it to Line Maintenance Department.
The certifying staff is responsible for the loading the FMC, system testing and data entering in Aircraft
Technical Log book. The aircraft Tech Log should then be certified accordingly
If the LRU (FMC) being replaced does not have the appropriate NDB, then the technician performing
the replacement of the LRU has to load current NDB according the Boeing AAM.
The used diskette should be returned to the Avionic Engineer, who registered the current loading and
next due to loading data in the Out of Phase Maintenance Requirement form No A9/ENG/004.
The FMS NDB is not supplied with the approved documentation. In this case the engineer carrying out
the upgrade should ensure that the Identifier number is correct and the diskette dates are current prior
to loading.
2.
SOFTWARE MAEDIA STORAGE
RSM
Software media should be stored in a protective envelope (diskette) or in protective case (CD).
Software media should be stored at a temperature range of + 10 to + 30 degrees C/
Diskette should be stored at least 30 centimetres away from any magnetic or electromagnetic
source.
Software media known to certain defects are not be used and must be discarded and
destroyed.
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AIRCRAFT EXTERNAL WASHING PROCEDURE
Aircraft external washing is performed for following purpose:
1.2
To improve aircraft performance and fuel burn;

To aid visual inspection;
To maintain company image and passenger appeal.
Policy
It is Georgian Airways policy to ensure that external surfaces of aircraft are clean. Aircraft external
washing performed according AMM 12-40-00.
2
Responsibility
The Planning Department will plan and control the aircraft external wash program. All washed areas
will be inspected by Line Maintenance personal on completion of the wash and re-lubricated as
required.
2.
PROCEDURE
2.1
Specification for external wash:
2.2
External fuselage.
Top and bottom surfaces of wings washed with flaps and L/E devices down.
Vertical and horizontal stabiliser.
Engine cowlings 'C' ducts and exhaust areas.
The Shift Leader:
Will organise towing and liaison with the airport authority.
Will ensure all pitot and static vents are blanked prior to wash.
Will ensure aircraft configuration is correct for washing i.e. flaps down, doors closed etc.
Will brief cleaning supervisor with reference to cleaning of lubricated areas.
Will inspect the standard of external cleanliness after washing and if satisfactory sign for the
accomplishment of same on the cleaning agencies documents, a copy of this document will be
attached to the agency's invoice as proof of accomplishment. If the standard is not satisfactory
remedial action will be requested.
Will remove all blanks after wash.
Will inspect all areas to ensure nil F.O.D (Foreign Object Damage) in flying controls, intakes,
exhausts, undercarriage bays etc. after wash.
Will carry out inspection of all lubricated areas and re-Iubricate as required.
Will return aircraft to flight operational configuration.
Will inform that external wash is complete to Planning engineer.
2.3
Material
The Approved Materials for external washing are listed below. Following must be considered before
their use:
RSM
Only approved cleaning agents should be used for cleaning.

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Cleaning material being used should not harm area, surface or item being treated.
The cleaning material should not be fire hazardous and toxic from fumes.
Cleaning off surfaces treated with chemicals, as required.
Consumable Materials:
(1)
(2)
(3)
(4)
(5)
3.0
B00106 Cloth, Chamois leather, sheepskin, oil tanned - KK-C-300

B00130 Alcohol, Isopropyl - TT-I-735
G00834 Cloth, - Lint-free cotton
G01989 Soap, - Castile
G02418 Water, - De-ionized
REFERENCES
AMM 12-40-00
RSM
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3
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AIRCRAFT INTERNAL CLEANING PROCEDURE
INTRODUCTION
Requirement
In order to maintain the cleanliness of the interior of the aircraft to acceptable standards, it is necessary
to perform three levels of cleaning. They are classified as the following:
A Turnaround Clean
An Intermediate Clean
A Deep Clean
Policy
It is Georgian Airways policy to ensure that the three levels of cleaning are performed to the highest
level. This procedure is intended to provide guidance to cleaning agency personnel, when performing
the deep cleaning of the aircraft interior.
5
Responsibility
It is the responsibility of the Georgian Airways contracted cleaning agency to perform the cleaning of
the aircraft interior to those standards dictated by Georgian Airways. Cleaning of the flight deck
instrumentation and centre pedestal should only be carried out by engineering personnel. Engineering
personnel should monitor all other cleaning activities in the flight deck as possible, to ensure that
cleaning personnel are aware of the delicate nature of the area. It is the responsibility of the Cabin
Crew to check the standards of each turnaround clean.
3.
PROCEDURE
2.1
Cockpit (Flight Compartment)
Remove stains and dirty spots with cleaning agents from: ceiling, walls, bins, consoles, doorframes, window-frames.
Clean windows/windshield with most window cloth.
Empty and wipe-off ashtrays, cup holders and waste boxes.
Brush seat upholstery.
Remove stains from seat-structures, safety belts.
Clean and wipe floor (with vacuum cleaner).
Clean Instrument panel.
ATTENTION: An item 1, 2, 3, 4, 5, 6 to carry out under authorized personal control; item 7 is

carried out by authorized personal.
2.2
Door areas & Galleys (FWD & AFT)
RSM
Remove stains and dirty spots by cleaning agents, moist cloth and rub dry from: ceilings, walls,
passenger entrance and service doors, door frames, panels and container of emergency
escape slides.
Rub with moist cloth and cleaning agents, use disinfectants and rub dry: cupboard (inside and
outside) including all stowage bins, flap operation, drawers, walls and components, oven and
refrigerator (inside and outside).
Remove ovens and clean ovens seating.
Check Faucets and valves for operation and drain Line for obstruction.
Wipe and rub dry wall and wardrobe compartments.
Remove stains and dirty spots with cleaning agent and rub dry.
Clean floor with moist cloth.
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FWD & AFT Cabin
Remove stains and dirty spots with cleaning agents from: ceiling panels, wall panels, window
panels, dado panels, window shades, stowage bins (outside and inside) & hat rack on top and
below, passenger service units (PSU) with air nozzles, partitions, boards and wardrobe with
inner sections, dado pockets and magazine boxes. Check overhead bin latches operates
positively.
Wipe windows with moist window cloth. Avoid stripes formation.
ATTENTION: DO NOT RUB DRY WINDOWS.
2.4
Check emergency exit hatches are secured and handle are properly stowed.
Check Decals, Placards and sign-writing for condition.
Remove dirty spots and stains from lighting equipment as reading lights, cove-lights, dome
lights, anti-glare shield.
Clean fold-up tables and their stowage bins, shelf partitions.
Wipe floor, plastic covering, clean carpets and dado panels, remove chewing gum with coldspray.
Clean air grills for intake and exhaust air with vacuum cleaner.
Cabin Seats
2.5
Remove waste from nets at seat back and back pockets.

Remove stains and dirty spots with cleaning agent and wipe dry plastic made seat back shells,
seat side fairings, fairings, alarm rest, seat legs & rub dry.
Check seat recline mechanism for operation.
Wash and rub dry folding tables (upper and lower surface) use cleaning agent.
Empty and clean/brush-out ashtrays.
Arrange all Seat belts & set Pax Seats in the upright position.
Replace head rests and pillow covers if dirty.
Straighten orderly all seat belts.
Lather Seat Covers
Seats cover material:

Each seat cover was manufactured using fine Scottish Leather finished to enhance the natural
beauty of the hid and to protect them from soil and moisture absorption. Through age and use,
they will develop a patina which enhances their beauty.
Cleaning:
NEVER USE DETERGENTS or the following: 409,Windex, Fantastic, etc. and/or any other
cleaning agent containing solvents.
Cover can remain on seat cushion for cleaning purposes.
Use lukewarm water, pure mild soap (Ivory, Castile) and a soft cloth or sponge.
Apply damp (not wet) cloth in a light circular motion taking care not to soak the leather. Repeat
this using clean water to rinse.
Wipe dry with soft, clean cloth.
Regular cleaning can be done using the guidelines of 2.1-2.4.
DO NOT TREAT LEATHERS WITH SADDLE SOAP OR OTHER OILS OR WAXES. Modern
leathers do not require any of these.
Spray polishes should be avoided at all costs as these contain silicone which over time will
produce an unpleasant, sticky surface.
It is also vital that any cleaning fluid which does not specifically state that it can be used on
leather is not used.
DO NOT DRY CLEAN ANY LEATHER COVERS.
RSM
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Lavatories/Toilets (FWD&AFT)
2.7
Remove stains and dirty spots with cleaning agents and rub dry from walls, ceiling, doors and
doorframes, toilet seat, seat cover.
Check flushing system, Faucet, Sink Drain, Toilet Door Latch.
Clean and wipe door ventilation grill, Floor coverings.
Clean with cleaning agents and rub dry cupboards and stowage bins (inside and outside).
Clean mirrors stain free, using moist window cloth.
Clean wash stand with water basin, if necessary use stainless steel cleaner.
Empty and brush ashtrays.
Empty and wash waste boxes (inside and outside). Apply disinfectant and rub dry.
Clean and disinfect toilet tank including area between seat fairing and tank.
Wash floor and wipe with disinfectant.
Cockpit Windows
2.8
Remove stains and dirty spots with cleaning agents and rub dry from walls, ceiling, doors and
doorframes, toilet seat, seat cover.
Inspect cockpit windows for cleanliness.
Clean windows, if necessary, with a soft & clean sponge.
Cargo Compartments
RSM
Inspect fwd. & aft. Cargo compartment for cleanliness, clean as necessary.
Arrange cargo nets. Perform disinfection of cargo compartment in case of bad odour.
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SECURITY DURING GROUND HANDLING
INTRODUCTION
1.1
General
To ensure that during ground handling and parking no unauthorised person has access to the aircraft.
1.2
Scope
For aircrafts of Georgian Airways.

1.3
Definitions
Security: Obligation of the operator to ensure safety.

1.4
Responsibilities
Delegated maintenance and service personnel are responsible to ensure security of the aircraft
according instructions in the ramp service checks.
1.5
Description of the procedure
1.5.1
Identity Check
During ground handling of the aircraft when responsibility for the security is transferred to maintenance
or maintenance service personnel and still is in progress while cargo doors or passenger doors are
accessible, each person must be checked for their authorization to enter the aircraft by means of a
ramp identity card. Unidentified objects to be brought on board are to be checked and clearly identified.
Caution: If there is any person who is not able to identify themselves or seems to be suspect prevent
access into the aircraft and call immediately the responsible airport authority.
1.5.2
Prepare the aircraft for parking
When maintenance or service handling is finished and to prevent any entry into the aircraft perform the
following:
B737:
doors.
Close all doors

Remove all gates, passenger stairs or maintenance steps
Install QS-labels onto the Hi-Speed Tape provisions at the following location:
Lower Nose Comp. Door; E & E Comp. Door; Fwd & Aft Cargo Comp. Door; Pax & Service
CRJ100/200:
Pass & Service Doors; Aft Cargo Compartment Door; Main Avionics Compartment
Door; Aft Equipment Compartment Door.
Pass Door; Aft Cargo Compartment Door; Main Avionics Compartment Door; Aft
CL850:
Equipment Compartment Door.
G450:
1.5.3
Pass Door; Aft Cargo Compartment Door; Aft Equipment Door.

Security Check after Parking
Before opening any passenger, cargo or service compartment door check that all installed QS-Seals
are not damaged. If any QS-Seal is found damaged or broken ensure that the compartment, cabin or
cockpit do not contain any foreign object.
Caution: In case any unidentified object is detected do not remove it. Prevent any access and call
immediately the responsible airport authority.
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Bomb-threatened aircraft
In case an aircraft has to be removed to a security position advised by the traffic control service, MO
staff will cooperate in suitable way (e.g. by manning the cockpit).
The subsequent search of an aircraft by official security forces is permitted and has to be supported in
a reasonable way.
RSM
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RSM-08 COMMUNICATION PROCEDURE

1.
1.1
INTRODUCTION
General
Standardized communication procedures between cockpit and ground crew.

1.2
Scope
Personnel within Georgian Airways-MO

1.3
Definition
Communication between cockpit and ground crew.

Responsibility
Designated and authorised ramp personnel
Description of Communication Procedures
Engine Start with/without Push-Back
Note: For aircraft release with push-back the entire text is applicable, without pushback only the shaded
portions are applicable.
COCKPIT
GROUND FROMCOCKPIT
READY FOR PUSH-BACK
BRAKES RELEASED
READY FOR ENGINE START
GROUND
GO AHEAD
STEERING PIN INSERTED RELEASE BRAKES
PUSHING BACK
ALL ENGINES CLEAR OR
ENGINE NO.------- CLEAR
AFTER PUSH BACK IS COMPLETE

PARKING BRAKE SET
PREPARE AIRPLANE FOR TAXI AND GIVE
HAND SIGNAL FROM LEFT (RIGHT) SIDE
SET PARKING BRAKE

TOWING SYSTEM REMOVED
WAIT FOR HAND SIGNAL
Engine Start (External Air/ Electric)

COCKPIT
GROUND FROM COCKPIT
CONNECT EXTERNAL ELECTRIC
PRIOR TO ENGINE START
READY FOR ENGINE START
READY FOR GROUND AIR
AFTER ENINE START
REMOVE EXTERNAL ELECTRIC
REMOVE GROUND AIR
PROIR TAXING
PREPARE AIRPLANE FOR TAXI AND GIVE
HAND SIGNAL FROM LEFT (RIGHT) SIDE
RSM
ISSUE 1
GROUND
GO AHEAD
EXTERNAL ELECTRIC CONNECTED
ALL ENGINE CLEAR OR ENGINE NO.------ CLEAR
GROUND AIR AVAILABLE
EXTERNAL ELECTRIC REMOVED
GROUND AIR REMOVED
WAIT FOR HAND SIGNAL
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RSM-09
1.
INTRODUCTION
1.1
Requirement
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THE CONTROL OF AIRCRAFT FUELLING QUANTITY/QUALITY
It is important for all personnel to be fully conversant with the fuelling procedures and all the safety
practices and regulations whilst the aircraft fuelling is taking place. The primary safety concern when
fuelling operations are being carried out is that of fire and ultimately explosion.
All fuelling operations must be carried out in accordance with the appropriate Aircraft Maintenance
Manual (AMM).
1.2
Purpose
To identify procedures to be followed to ensure that aircraft fuel quality and fuelling standards are
maintained.
1.3
Responsibility
Fuelling activities on the companies aircraft are performed by one of the following:
a) Georgian Airways authorised personnel.
b) Operating Flight Crew.
2.
PROCEDURE
2.1
General
To ensure an accurate means of monitoring and cross checking of fuel loads, the aircraft will be
refuelled in accordance with this procedure. There must be a strict NO SMOKING policy observed at all
times.
Normally fuelling operations must be carried out in the open air with tank vents and fuelling equipment
not less than 15 metres (50 feet) from inhabited buildings, other than those parts constructed for the
purpose of direct loading or unloading of aircraft, such as air bridges, and only in areas approved by the
relevant airport authority.
The Fuelling Zone should be regarded as extending not less than 6 metres (20 feet) radially from the
filling and venting points on the aircraft and the fuelling equipment and, when applicable, from the
hydrant valve in use for the fuelling. When defuelling is taking place, the vehicle will be venting and will
generate a fuelling zone radiating from the tank vent.
A calculation of the amount of fuel to be uplifted must be made prior to fuelling, and any variation
between the calculated uplift and actual uplift must be within the prescribed limits as
laid down in
the AMM.
Water Drain Checks on each aircraft fuel tank are to be carried out in accordance with the requirements
as laid down in the AMM.
Upon completion of the fuelling operation, it must be established that the correct amounts of fuel are on
board the aircraft prior to departure.
2.2
Precautions Prior to Fuelling
2.2.1
Type & Grade of Fuel
It must be established that the correct type and grade of fuel is on board the fuelling vehicle to
used.
RSM
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February 2009
WORK PERFORMANCE RECORD

A/C TYPE
A/C REG.
CL-600-2B19
CHECK TYPE
Carry out External

Walkaround
STAT
TASKS DESCRIPTION
Remove covers and protections
Remove ADG, NLG and MLG lockpins
Establish ground power as required
Open doors as necessary
Assist crew in refueling aircraft as
required
Check Wings
Check Fwd/Mid/Aft
Fuselage
Check Empennage
Check Engines
Check NLG/MLG
Windshield Cleaning
L/H and R/W Wing

Leading Edge
Cleaning
Water and Waste

System Service
WPR GA /WKR/ CL-600-2B19
0
Feb 2009
DATE
WALKAROUND
WORK DESCRIPTION
Rev.
Date
Wings
Overwing filler caps
Fuel drain valves and the water drain
valves for leakage
Leading edges, winglets, and fuel access
panel
Naca scoop, wing static dischargers and
flight control surfaces for damage and
general condition
Fuselage, cabin windows, refuel and
defuel adapter, access panels
Overwing emergency exits
Cargo door, cargo door seal and cargo
door light
APU inlet and cooling exhaust
Air conditioning exhaust for damage and
general condition
Check service panels and compartments
access doors.
Note: Give Special Attention to fuselage skin
Around Pitot Static Probes. (RVSM).
Horizontal / vertical stabilizer, rudder and
elevators with special attention to wing
leading edge sealing, wing tip erosion
tape and static dischargers
Tailcone and static dischargers for
damage and general condition
Check for leakage, damage and general
condition (intake area and first stage,
spinner, drains and mast, exhaust nozzle)
NLG/MLG for fluid leakage, condition and
for damage to doors.
Wheel assemblies for wear and damage
Shock absorber strut correct extension
Tires for correct tread depth
Clean windshield to remove foreign object

contamination
Clean wing leading edges to remove

foreign object contamination and insure
that the sealant does not protrude above
the skin surface
Make sure water and waste system is

serviced
SIGN
STAMP
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GROUND OCCURRENCE REPORTING
1.
INTRODUCTION
1.1
Requirement
It is an airworthiness requirement, that all damage on the ground to aircraft be correctly notified to the
appropriate authorities, thus ensuring ground occurrences are correctly recorded, investigated and
where appropriate, remedial actions implemented.
1.2
Policy
It is company policy, that all damages on the ground to company aircraft is reported correctly to the
authorities.
1.3
Responsibility
The shift leader is responsible for reporting any ground occurrences by Ground Occurrence Report
(Form No A9/ENG/022).
The duty planner of Maintenance Control Centre (MCC) is responsible for registration and distribution
of GOR.
2.
PROCEDURE
2.1
Damage to the aircraft
A Ground Occurrence Report (Form No A9/ENG/022) will be completed giving precise details of the
occurrence including diagrams and location of damaged aircraft and equipment.
Each report is given a unique reference number, which comprises of the sequence number followed by
the present year.
The GOR must be submitted to the duty planner of MCC, who is responsible for registering the report
by allocating the next sequence number from GOR register (Form No A9/ENG/023).
Where airworthiness of an aircraft is impaired or the maintenance personnel feels the occurrence
should be reported to the authority, the Mandatory Occurrence Report (Form No A9/ENG/040) will also
completed and submitted as described in the MMP-02.
In case where technical irregularities occur, Technical Irregularity Report (Form No A9/ENG/021) will be
also completed and submitted as described in MMP-03.
The GOR is copied together with the relevant documents and submitted within 72 hours of the
occurrence to:
Technical Director
Quality Assurance manager
Accountable Manager
Flight Operation Manager
Where it is necessary the Quality Assurance manager will report occurrence to the appropriate
authorities.
2.2
Occurrences of outstations
The reporting of ground occurrences, which occur at outstations, is the responsibility of crew member
and/or MO certifying staff on board.
Crew member and/or MO certifying staff on board must notify MCC by telephone, fax or e-mail about
occurrences as soon as possible. MCC with shift leader and/or supervisors will complete GOR with
details as possible.
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MANDATORY OCCURRENCE REPORTING PROCEDURE
1.
INTRODUCTION
1.4
Requirement
The operator or commander of an aeroplane or other qualified person shall submit a report to the
Authority of any incident that has endangered or may have endangered safe operation of a flight.
JAR OPS 1.420(1)
1.2
Policy
This procedure defines the system for the reporting of airworthiness related occurrences, as required
by the Authority, together with the inter-relationship between the Quality Assurance Manager and the
Flight Safety Manager.
1.3
Responsibility
The Flight Operation and the Technical Departments are responsible to report occurrences.
The Quality Assurance Manager is responsible for reporting any identified condition of the aircraft or
aircraft component that could seriously hazard the aircraft and flight safety.
1.4
Availability of Mandatory Occurrence Report (MOR) Form
2.
Stocks of MOR forms are maintained by Flight Operations within their document system for
reporting by flight crew.
Stocks of MOR forms are maintained by Maintenance Control Centre (MCC) for reporting by
maintenance personnel.
PROCEDURE
Mandatory Occurrence Reports (MOR) (Form A9/QAD/040) which is filled out by the PIC (Pilot in
command) will be passed to the Flight Operation Control, to the Duty officer following an incident or
accident. Normally the MOR will be produced immediately when the aircraft returns to its Base Station
(TBS). If the aircraft is grounded away from Base, Crew member (PIC) must notify the Flight Operation
by telephone, fax or e-mail about occurrences as soon as possible. Flight Operations duty officer will
complete MOR with details as possible.
In the event that the aircraft commander is incapacitated, the First Officer will assume the responsibility
for submitting the MOR. If the First Officer is also incapacitated then the Duty Officer of Flight
Operations Control will be complete MOR with as much detail as is available.
Immediately on receipt of the completed MOR the Duty Officer of OPC will allocate the next sequential
MOR Reference to the report from MOR Register (Form No A9/QAD/041) and after signing MOR
register, to show registration and distribution, distribute copies of this form to the following:

Accountable Manager
Flight Operation Manager
Chief Pilot
Technical Director
The original of the MOR will be provided to the Quality Assurance Manager who is responsible for
completion all further mandatory requirements, MOR will be sent to head of related departments for
their comments. And then will be sent: to authority of the State of registry, the organization
responsible for the type design or supplemental type design and to the Georgian CAA.
Reports shall be made as soon as practicable, but in any case within 72 hours of the person
organization identifying the condition to which the reports relates.
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The Flight operation department is responsible for coordinating an enquiry into all flight operational
aspects of an occurrence. The Technical department is responsible for coordinating an enquiry into all
technical aspects of an occurrence. The maintenance department may enlist the assistance of the
contracted maintenance organisation and / or the relevant aircraft, engine or equipment manufacturer
for the enquiry.
A reportable occurrence is any incident relating to an aircraft, or defect or malfunction of an aircraft, or
its equipment, which would endanger the aircraft, its occupants or any other person.
Occurrences to be reported are:
Air traffic incidents

Bird hazards and strikes
In flight emergencies with dangerous goods on board
Unlawful interference on board an aeroplane
Irregularities of ground and navigational facilities and hazardous conditions
Technical defects and exceedance of technical limitations, Involving the significant failure of an
aircraft system or equipment:
- The flight controls

- Power plants - in flight engine shut down or significant loss of power
- Loss of hydraulic power
- Loss of pneumatic power
- Loss of pressurisation
- Loss of electrical system
- Loss of navigation system
- Loss of fuel distribution to engine
- Fire or explosion
- Fire or smoke warning
- Significant leakage of oil, hydraulic fluid or fuel
- Build up of ice on the aircraft beyond the capability of the ice protection equipment
- During flight warning of insecure doors or hatches.
Any occurrence arising from loading subject to the over-riding criterion of endangering flight
safety:
- Loading of unsuitable or contaminated fuel

- Use of incorrect oil, hydraulic or other essential fluids
- Incorrect fuel load
- Spillage or other contamination of the aircraft by dangerous good carried in the aircraft.
Technical (Maintenance) Occurrences to be reported from own or contracted MO are:
Any failure of aircraft primary structure;

Serious cracks
Permanent deformation
Burning or serious corrosion of structure found during scheduled maintenance of the aircraft
and engine.
Failure of any emergency system during scheduled testing, among them failure of vital system
and emergency evacuation from the aircraft.
The Quality Assurance Manager is responsible for co-ordinating airworthiness related occurrence
reporting with Engineering and Production department and for making reports. Reports must be made
within 72 hours of the occurrence.
Production Department within Engineering must complete MOR form with details of occurrence and
shall provide the Quality Assurance Manager with all necessary information related to the occurrence.
The MOR will be provided to the QAM, who will complete all further mandatory requirements.
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The QAM is responsible for coordinating an enquiry all aspects of an occurrence with the Engineering
and Production department to identify extraction of an occurrence, adverse trends, and corrective
actions taken to address deficiencies.
The completed original form of MOR will be registered in the MOR register (Form A9/ENG/041) and
shall distribute to the following:
MMP
Accountable Manager;
Technical Director;
The competent authority;
The authority of state of registry of aircraft;
The authority of state of operator;
The organization responsible for the design of the aircraft or component.
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TECHNICAL IRREGULARITIES REPORTING PROCEDURE
1.
INTRODUCTION
1.1
Requirement
The requirement and purpose is to provide guidelines for immediate notification and documentation of
technical irregularities and documentation of technical irregularities and required coordination of
responsible concerned departments to restore aircraft flight operation.
1.2
Policy
It is the company policy to report technical irregularity, which result in a flight delay of more than 15
minutes.
1.3
Responsibility
It is the responsibility of shift leader and MO authorised personnel to report technical irregularities. The
MCCs duty planner is responsible for documentation and distribution of technical irregularities.
2.0
PROCEDURE
If a technical irregularity is evident or tends to result in a flight delay of more than 15 minutes,
maintenance personnel has to report to the MCC duty planner immediately.
The MCCs duty planner has to report to the flight operation and to the supervisor and/or Production
Manager accordingly and shall inform TD, QAM when a technical delay of more than 30 minutes
expected.
Any necessary maintenance activities are to be coordinated by the MCC with the supervisor, shift
leader and maintenance board.
When a technical irregularity has occurred, the Technical Irregularity Report (TIR) (Form No
A9/ENG/021) has to be issued and forwarded to MCC by the maintenance personnel.
For outstation (non technical stations) the TIR has to be issued by the MCC with shift leader and/or
supervisor or other responsible maintenance personnel according flight crew report.
The MCC duty planner has to register TIR (A9/ENG/044) and distribute a copy of the TIR to:
Technical Director
Engineering Department
Flight Operation
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AIRCRAFT REPAIRS
1.
INTRODUCTION
1.1
Requirement
It is the legal requirements that any repairs carried out on the aircrafts must be strictly in accordance
with approved repair data procedure agreed with the authority.
1.2
Purpose
The purpose of this procedure is to ensure, that all repairs on aircraft will be performed in accordance
approved repair data and procedure.
1.3
Responsibility
Damage inspection and reporting
Production Department
Damage identification and classification

and development of repair solution
Repair design approval
Release of repair instruction
Execution of repair
Approved MO
Documentation of repair
2.
PROCEDURE
The repair procedure comprises the following steps:
2.1

Damage identification and classification and development of repair solution
Execution of repair
When damage has been discovered, the full extent of the damage must be established and recorded.
The inspection is not limited to the area of obvious damage but includes a thorough and searching
inspection for Hidden Damage in areas adjacent to the damaged area. The authorised maintenance
personnel is responsible for listing all discrepancies noted during inspection on the Damage Report
(Form No A9/ENG/039).
Production Department will issue a Damage Report for any damage detected by MO personnel and
transmit it to Engineering Department for evaluation and identification of full extend of the damage
including all resulting technical, operational and economical consequences.
The Damage Report may be supplemented with any additional and relevant data available (photos,
sketches etc.).
In case when damage is in allowable limits according approved data (manufacturers manuals etc)
damage also will be recorded on the corresponding B737 Aircraft Damage Chart.
2.2
If a repair is required for a reported damage and if the repair is not outside the approved data
(Structural Repair manual, Maintenance Manual etc.) justification for classification is not required.
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If the repair is outside the approved data, justification for classification is required. In that case the MO
refers to the Operator (Engineering) who will furnish to the MO the requested approved data.
Note: it is the responsibility of Operator to obtain approval of repair from its Authority of registration.
2.3
Execution of repairs
The MO can perform the repair if he receives from the Operator the approved repair data and if all the
Part-145 requirements are respected.
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MMP- 05
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ON BOARD RECORDERS RECORDS HANDLING.
INTRODUCTION
1.1
Requirement
It is the legal requirements that if any Aircraft involved in an accident or incident, the related on board
recorders (FDR,DFDR,CVR,QAR and etc) records and, to the extent possible, the associated on board
recorders( FDR,DFDR,CVR,QAR and etc) are preserved and retained in safe custody pending
disposition in accordance with the appropriate investigation.
1.2
Purpose
The purpose of this procedure is to ensure, that all procedures relative investigation are met.
1.3
Responsibility
On board recorders
Removal/installation
Approved MO
On board recorders
Transportation
Approved MO
On board recorders
Preservation
Approved MO/store controller
On board recorders
Documentation
2.
PROCEDURE
2.1
Removal, transportation and preservation
On board recorders removal and transportation performed by approved MO I.W. approved

maintenance data AMM and recorded in TLB as -----------removed due to Aircraft incident.
For preservation purpose used Approved Maintenance Organisation Quarantine area and appropriate
box for it.
The box has to be safeguarded by Logistics Store Controller and appropriate documents have to be
signed acc MOE procedure.
Store controller is responsible for safety preservation the on board recorders.
2.2
Flight Data Recorder Data decoding and assessment.
Decoding of information collected using onboard information recorders is performed by special centers
of decoding and visual flight decipherment and simulation. Under special agreements with any subcontracted party who is able to do it.
Process of decoding of the information received with the help of onboard recorders, implements in
specialized shops or centers of decoding, under a special agreement with any sub-contracted party
who are able to do it and have relevant approval.
Georgian Airways has to keep original of flight recorders data within 60 days or other period as
indicated by Authority.
On board recorders data records assessment is provided by contracted Organisation. Assessed data
will be sent by contracted organisation to Georgian Airways to the designated Accident Investigation
Board (team) Chairman and FOQA manager for farther action.
NOTE: See Georgian Airways Accident Preservation and Flight Safety Program Part 2
for farther information.
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MMP- 06 RVSM EQUPMENT MAINTENANCE PROGRAM AND PROCEDURES

1.
INTRODUCTION
1.1
Requirement.
Georgian Airways Air Company is authorized to conduct RVSM operation. It is mandatory requirement
maintain RVSM aircraft in accordance with RVSM requirements. The Periodic inspections, functional
flight tests, and maintenance and inspection procedures, with acceptable maintenance practices has to
be done in timely manner with for ensuring continued compliance with the RVSM aircraft requirements.
1.2
Purpose
The purpose of this procedure is to ensure, that all procedures relative RVSM program are met.
2.
PROCEDURE
To comply with RVSM requirements Georgian Airways Maintenance Department develop AMP.
RVSM equipment inspection and maintenance performed according AMP and it is approved by
Authority.
For Boeing 737CL aircrafts:
It is policy of GA during Walk around inspection make special attention to fuselage skin around
pitot static probes (see RSM and Transit Check WPR);
Pitot static system leak test and functional check of Air Data system performed every C check
(see Georgian Airways AMP);
ATC Transponders tested and inspected every 24 calendar month (see Georgian Airways
AMP).
Functional Check of the Altimeter scale Error every 24 calendar month (see Georgian Airways
AMP).
For Bombardier CL-600-2B19 (CRJ 100/200) and Challenger 850 aircrafts:
It is policy of GA during Walk around inspection make special attention to fuselage skin around
pitot static probes (see RSM and Transit Check WPR);
Pitot static system leak test and functional check of Air Data system performed every 10000
FLT HRS check (see Georgian Airways AMP);
AMP).
Functional Check of the Altimeter scale Error every 24 calendar month (see Georgian Airways
AMP).
For Gulfstream GIV-X (G450) aircrafts:
It is policy of GA during Preflight/Postflight inspection make special attention to fuselage skin

around pitot static probes;
Static ports (RVSM) inspection every 24 calendar month (see Georgian Airways CMP)
Pitot static system leak test and functional check of Air Data system performed every 24
calendar month check (see Georgian Airways CMP);
CMP).
Radio Altimeter R/T - Zero Altitude Adjustment every 12 calendar month (see Georgian
Airways CMP).
Radio Altimeter System operational Check every 12 calendar month (see Georgian Airways
CMP).
All maintenance, inspections, repairs and tests are provided by approved EASA Part 145 MO
certifying staff according AMM.
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LIFE LIMITED PART CONTROLS.
1. General.
It is mandatory requirement to control LLP parts installed on Aircrafts and Engines. No used life-limited
part has to be installed on an aeronautical product unless the part meets the standards of airworthiness
applicable to the installation of life-limited parts and:
i) the technical history of the part is available to demonstrate the time in service, authorised for that part
in the type certificate governing the installation, has not been exceeded;
ii) the technical history referred to in sub-paragraph i) is incorporated into the technical record for the
aeronautical product on which the part is installed.
2. PROCEDURE.
To comply with this requirements Georgian Airways Maintenance Department develops LLP list
for control LLPs parts installed on aircraft and engines. For these reason forms A9/ENG/029 for aircraft
LLP and A9/ENG/030; A9/ENG/030(a) for Aircraft Engines issued.
Engineering Department is responsible for LLP parts List issue, update and control.
No used life-limited part has to be installed on an aeronautical product unless the part meets the
standards of airworthiness applicable to the installation of life-limited parts.
Used parts maybe installed if:
-The LLP parts full Technical history is available to demonstrate the time in service.
- EASA form 1 issued for this part.
-Technical record for the aeronautical product is available.
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ESD PARTS PROGRAM STORAGE AND USE.
1. General.
This paragraph covers special handling procedures required for electrostatic discharge sensitive ESDS
devices. Failure to follow these procedures can result in equipment damage.
Use ESDS precautionary procedures when touching, removing, or installing assemblies.
NOTE : Refer to DOD-STD-1686 and DOD-HDBK for information and instructions for handling ESDS
devices.
2. Purpose.
An ESDS device is an electronic component which can be damaged by an electrostatic charge or
discharge through its assemblies are conductors. These parts and their identified by the sensitive
electronic symbol.
Parts have been damaged during assembly, inspection, packaging, storage, and maintenance
throughout the life cycle of the equipment.
3. Policy:
Georgian Airways ESDS program policy is timely and effective ESD control:
-ensures that, where ESD parts are handled, shop floor grids are grounded;
-ensures that all electrostatic sensitive devices are only handled using approved earthing (grounding)
wrist straps and conductive desk mats;
-devices should only be packaged in ESD-approved conductive packaging, sealed with conductive
tape;
-electrostatic sensitive devices should not be stored on shelving covered with carpet, foam, vinyl or any
other material that can store or produce an electrical charge;
-it should also be ensured that the appropriate warning and caution signs and decals are placed in
areas where electrostatic sensitive devices are handled;
-wrist straps and earthling mats should be tested to ensure conductivity at regular intervals or prior to
use. Such test results should be recorded.
-Provide effective and appropriate ESD training to newly assigned personnel and refresher training to
all personnel.
3. Conformity.
Georgian Airways comply with above standard by:
1. Parts susceptible to ESD will be identified as ESDS per MIL-HDBK-773;
2. The ESD sensitive electronic parts, assemblies, and equipment will not be handled, repaired,
assembled, tested, or packaged outside of ESD protective areas.
3. When not being worked on, or when being transported outside protected areas, ESD sensitive items
will be enclosed in protective packaging or will have shunting that shorts all device contact pins and be
within conductive trays or racks for protection against triboelectric charging, direct contact with charged
objects, and electrostatic fields.
4. Unit packs will be enclosed in an ESD protective pack that will provide protection from electrostatic
discharge voltage sources of at least 15,000 volts.
5. Shopping and shipping ESDS parts and issue for installation on the aircraft are provided in their
original packaging. Returned U/S parts must be in the same packaging.
6. Monitoring of person and worksite shelves grounds is needed throughout the store environment
when handling ESD-sensitive devices, and indeed, it is often required by in-house practice.
7. Periodic continuity and resistivity checks of personnel ground straps between skin contact point and
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ground connection, ESD-grounded workbench surfaces, conductive floor mats and other connections to
ground should be performed periodically with suitable test equipment
3.1. Logistics manager will:
- Establish a package of information that will ensure proper storage and handling of ESDS items and
components throughout the distribution from acquisition to disposal.
- Make sure all personnel handling ESDS material receives the appropriate training.
- Perform inspections as necessary on ESDS items in storage to ensure the integrity of the ESD control
packaging.
3.2.
Requirements for contracted Maintenance Organization.
- Develop and maintain an effective unit ESD Control Program according to this regulation, DOD-STD1686, DOD-HDBK-263, MIL-HDBK-773, MIL-STD-129, and TO 00-25-234, Section VII.
- Provide ESD training for initiating new workers, annual refresher training for all personnel, and make
sure adequate ESD controls are applied in all unit facilities.
-Work with staff to obtain conductive floor tile and an effective ground for the clean rooms and
workbenches.
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QAP- 01. QUALITY AUDIT PLAN AND PROCEDURE

1.
INTRODUCTION
1.1
Requirement
It is requirement of ICAO and airline Georgian Airways to perform independent audits in order to
monitor compliance with required aircraft standards and adequacy of the procedures to ensure the such
procedures invoke good maintenance practices and airworthy of aircraft.
1.2
Purpose
The purpose of this procedure is to provide a guide line for planning, executing, reviewing, documenting
and reporting quality audits. The objective is to determine whether the existing quality system and
related results comply with the legal requirements and with the defined internal quality standards.
1.3
Responsibility.
The QAM is responsible for planning, executing, reviewing, documenting and reporting of quality audits
and corresponding observations.
2.
PROCEDURE
The QAM issues a Quality audit plan and schedule, which shows each department, operation and
subject to be audited throughout the year and exactly when the audit is planned to perform.
Audit plan and schedule should signed by Quality Assurance Manager and Accountable Manager and
send all relevant departments. In case when planned audit can not be performed in time due to any
circumstances, QAM should revise the Audit plan and schedule accordingly and issue Quality
Assurance Notice (Form A9/QAD/006) in order to inform audited department about audit
postponement.
Internal audits are scheduled at least once in 12 months. Audit of suppliers will be carried out on
demand.
Audit check list, assessment and report is the basis for any audit (Form No A9/QAD/001).
The auditee shall be informed prior the audit, by Audit announcement (Form No A9/QAD/004).
The observation should be assessed against the audit objectives, presented to the auditee, the
conclusion and common understanding of the assessment should be reached.
After completion of audit, auditor(s) will prepare Audit Report (Form No A9/QAD/001) and it will be
distributed to the audited department, to QAM, to Technical Manager and to the Accountable Manager.
Each audit will be registered in Audit Register (A9/QAD/003).
All non-conformities observed during any of the auditing activities must be recorded in the audit report.
The Quality auditor(s) and the responsible manager will then discuss the findings of the report and
classify each item for corrective action:
Level 1- Any significant non-compliance with maintenance requirement, which could lower
maintenance standards and probably hazard an aircraft immediate action required.
Level 2 - Any non-compliance with maintenance requirement, which could lower maintenance
standards and possibly hazard an aircraft (3 months maximum timeframe for corrective action
implementation).
Level 3 - No corrective action required. Observation whose aim is to give information relative to
concerned data.
The responsible manager should sign the non-conformities by way of acceptance.

NOTE. The Accountable Manager must be immediately informed in case of level 1 finding.
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In case when corrective action is required will be raised corrective action request (Form No
A9/QAD/005).
If non-conformities were corrected immediately (during audit), these findings will be recorded on the
report (A9/QAD/001) with indication that corrective actions have been performed immediately. In this
case issue of corrective action request (Form A9/QAD/005) is not necessary.
It is company policy to issue the Quality Assurance Notice (Form No A9/QAD/006) to give the
necessary information to maintenance management personnel.
Quality Assurance Notice (QAN) also provides in house advisory service for personnel involved in
aircraft maintenance.
The QA Department will raise a QAN with technical information. Figures and tables may be used to
assist text. The next sequential number will be allocated to the QAN, taken from the QAN register
(Form No A9/QAD/007) held in the front of the QAN file.
All quality Audit report (Form No A9/QAD/001) must be indicated in the quality audit status report (Form
No A9/QAD/002) with level of findings and status.
Re-audits will be done when major corrective actions are required.
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QAP- 02. REMEDIAL (CORRECTIVE) ACTION PROCEDURE

1.
INTRODUCTION
1.1
Requirement
It is requirement of ICAO and airline Georgian Airways to establish a quality feedback system to
ensure proper and timely corrective action is taken in response to reports resulting from the audits.
1.2
Purpose
The purpose of this procedure is to provide the guideline to initiate, perform and monitor corrective
(Remedial) action.
1.3
Responsibility
It is the responsibilities of Quality Assurance Department (manager) to initiate and monitor corrective
action. Audited department is responsible to perform corrective action.
2.
PROCEDURE
Any non-conformity observed during any audit must be recorded, corrected and reported in accordance
with relevant procedures.
For all non-conformity, which needs corrective actions, QAD with responsible department manager
initiates corrective action request (Form No A9/QAD/005) with time limit.
The responsible manager should propose the acceptable (for auditors and/or QAM) corrective action
against non-conformities.
The responsible manager (audited department) will accomplish the requested corrective action in the
agreed time limit, fill corrective action/comment part and send it to Quality Assurance Department.
In case when audited department is not in a position to implement corrective actions on time,
responsible manager (vie Technical Director) will request an extension of the due date (with urgent
reason) to the QAM (see Form No A9/QAD/005). QAM is responsible to extend time limit, but in any
case Accountable Manager should be informed accordingly.
The QAM should monitor the implementation and completion of the corrective action and when verifies
that corrective action is completed in the agreed time scale, will close the item, recording on a quality
audit status report form (Form No A9/QAD/002)
NOTE: The Accountable Manager must be immediately informed by QAM in case when corrective
actions have not been performed within the given time limit (QAN should be issued).
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TRAINING PROCEDURE
1.
INTRODUCTION
1.1
Requirement
It is the requirements of ICAO and JAR-OPS 1 that airline should established a training system for
maintenance and ground personnel to ensure that certifying and other staff have taken and remain
current in term of procedures, human factors and technical knowledge.
1.2
Purpose
The purpose of this procedure is to lay down the training requirements for all appropriate personnel,
including introduction training, basic training and continuation training.
1.3
Responsibility
The Technical Director is responsible for training through nominated engineering personnel. The
Quality Assurance Manager is responsible for the assessment and recording of all training.
2.
PROCEDURE
2.1
Each new member of technical personnel shall receive an introduction course (training) upon joining
the company. This training will include at least:
Introduction training to the organization;

MME and MOE;
Company procedures;
Introduction to Aviation legislation;
Relevant task oriented training;
Health and safety issues;
Introduction to the Human Factor.
Fuel tank safety training.
The accomplishment of such training should be recorded in the Form No A9/QAD/013 Introduction
Training Record.
2.2
Basic training
All certifying and non certifying staff shall have received basic training.
Basic training will include the following:
2.2.1
Training for special basic technical, Aviation legislation and Human factor knowledge
Practical/theoretical task oriented training
Type related training
Special task rating training
Basic technical knowledge
All certifying staff (and for Human factor all other staff - non certifying mechanic, planner, logistic, store
controller etc.) shall have special basic technical knowledge of an aeronautical, mechanical, electrical,
electronic, legislation and human factor discipline have taken in a technical university or other
education institution or approved basic training course of Part 147 training organisation.
2.2.2
Practical/theoretical introduction (task oriented) training
Certifying and other staff (non certifying, planners, logistics, store operators etc.) must receive relevant
task training as appropriate. The accomplishment of such training should be recorded in the
Introduction Training Record Form No A9/QAD/013.
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Aircraft and engines type related training for certifying staff only shall meet the requirements of Part-66
and Part-147.
2.2.4
Special task rating practical/theoretical training will accomplished according Special task rating
authorization Form No A9/QAD/015 for appropriately qualified certifying staff to meet the requirements
for special task rating.
2.3
Continuation training
Continuation training course is split into a number of separate elements:
MME and MOE

Company procedures
Season related training
Health and safety issues
Aviation legislation
Human Factor issues
Aircraft/engine related in service information
Aircraft type related recurrent training
Fuel Tank safety Training. (Level I and II).
Generally continuation training will take place every 24 months, but for some demands this period will
be reduced.
Season related training, health and safety issues, some company procedures and Aircraft/engine
related in service information will performed two times per year in the beginning of seasons.
To ensure that the requirements of the continuation training are valid and up to date, the Quality
Assurance Manager will review the continuation training syllabus and periods.
The programme for continuation training (Form No A9/QAD/016) lists all certifying and other staff and
when training will take place, the elements of such training and an indication that it was carried out
reasonably on time as planned.
During the continuation training course will be completed Continuation Training Record and Syllabus
(Form No A9/QAD/017) for each trainee. This form will be signed by relevant personnel at the end of
course.
2.4
Record of training
Whenever a member of staff has completed any form of training, details of such training are kept by
Quality Assurance Department.
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PART II
MAINTENANCE ORGANISATION
EXPOSITION
Headquarter: 12, Rustaveli Ave., 0108, Tbilisi, Georgia.

Tel.: (995 32) 999130
Fax: (995 32) 999660
Technical Office: 79, Airport Colony, 0158, Tbilisi, Georgia.
Tel.: (995 32) 485531
(995 32) 155706
Fax: (995 32) 999660
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ORGANISATION
CONTENTS
Chapter Title
Page
1.1
CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER
1.2
QUALITY AND SAFETY POLICY
1.3
MANAGEMENT PERSONNEL
1.4
DUTIES & RESPONSIBILITIES OF THE MANAGEMENT PERSONNEL
1.4.1
Accountable Manager
1.4.2
Technical Director
1.4.3
1.4.4
Logistics Manager
1.4.5
1.4.6
10
1.4.7
Engineering Manager
10
1.5
ORGANISATION CHARTS
11
1.6
12
1.7
MANPOWER RESOURCES
13
1.8
GENERAL DESCRIPTION OF FACILITIES
14
1.8.1
Tbilisi/Lochini International Airport facilities
14
1.8.2
Batumi International Airport office
14
1.8.3
Plans
15
1.8.4
Tbilisi Offices
16
1.8.5
Batumi International Airport office
17
1.8.6
Main Store
18
1.9
ORGANISATIONS INTENDED SCOPE OF WORK
19
1.10
NOTIFICATION PROCEDURE TO THE AUTHORITY REGARDING CHANGES

TO THE ORGANISATIONS ACTIVITIES/APPROVAL/LOCATION/PERSONNEL
20
1.11
EXPOSITION AMENDMENT PROCEDURES
21
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MANAGEMENT PERSONNEL.
Accountable Manager:
Robert Oganesian First Deputy General Director.
In case of absence Garegin Elibegov, Technical Director, replaces him.
Technical Director:
Garegin Elibegov.
In case of absence Engineering Manager, replaces him.
Quality Assurance Manager:
Mikheil Enukidze
In case of absence Quality Assurance Manager Deputy, replaces him.

In case of absence both, Engineering Manager, replaces him.
EASA Form 4 is required for the above functions except Accountable Manager.
Logistics Manager:
Guzel Zalialova
In case of absence, one of the Duty Logistic replaces him.
Line Maintenance Manager:
Garegin Elibegov
In case of absence, one of the Supervisors replaces him.
Production Planning Manager:
Tamuna Sepashvili.
In case of absence, Engineering Manager, replaces him.
Engineering Manager:
George Nadibaidze
In case of absence, one of the Engineers replaces him.
Sales & Contract Manager:
MCM/MOE
Garegin Elibegov .
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1.4
DUTIES & RESPONSIBILITIES OF THE MANAGEMENT PERSONNEL
1.4.1
Accountable Manager
Responsible to:
The Board of Directors
The Accountable Manager has the overall responsibility for meeting the requirements of PART-145. He is
responsible for ensuring that all necessary resources are available to accomplish maintenance in
accordance with PART.145.A.65 to support the companys approval. In particular, he is responsible for
ensuring that adequate contractual arrangements exist. This includes, amongst others, provision of:
maintenance facilities, material and tools, sufficient competent and qualified personnel in relation to the work
to be undertaken. All of this with a view to ensuring that all maintenance is performed on time in accordance
with the applicable requirements, regulations and approved standards.
The Accountable Manager has the financial responsibility for all of the maintenance arrangements.
(a)Functions
Defining the Maintenance Organisation policy and strategy as formulated by the Board.
Specifying methods, technology and resources by which this strategy is to be achieved.
Prepare plans and programmes for present/future developments of the Maintenance Organisation.
Create and manage the Maintenance Organisation through which these plans/programmes may be
implemented.
Delegate to respective managers (listed in Part 1.3) the responsibility for the day-to-day
management of matters associated with the Authority approvals to ensure that all procedures are
established and applied to ensure good maintenance practices.
Ensure that all statutory charges as prescribed by the Authority are paid as and when they are
levied.
(b)Responsibilities
To create a management team to implement Maintenance Organisation policy.
Ensuring the health, safety, well being and discipline of all staff.
Acting as final arbiter in all disciplinary hearings.
For co-ordinating the Maintenance Organisations activities with the other branches of the
Company.
Reviewing at suitable intervals the performance of Maintenance Organisations personnel and

advising them accordingly.
Liaise as necessary on a person-to-person basis with all Maintenance Organisations personnel to

help promote and maintain a high standard of staff moral.
Reviewing at appropriate intervals the salaries/expenses structure of the Maintenance

Organisation.
Maintaining contacts in the Companys interest with other Companies, the Authorities, professional
associations, trade unions, etc.
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Guaranty that the maintenance is carried out in accordance with the standards required by the
Authorities and the procedures of this MOE.
Quality and Safety policy approval
Validation of the annual Training Planning raised by the Technical Director.
Validation of the application for initial, extension, evolution of the agreement before submission to
the Authorities.
1.4.2
Technical Director
Responsible to:
The Accountable Manager
In accordance with PART 145.30 (a) the Technical Director is responsible for:
Review and implementation of Georgian CAD rules, EASA rules and country of registration rules
relating to Maintenance Organisation.
Ensure that the whole maintenance relating to the work order/contract, including defect
rectification, is carried out according to approved data and in accord with this MOE.
Define the personnel required and relevant to the scope and volume of activity. Issue, review and
amend of the Man/Hour and resources Plan to prepare, perform, supervise, and inspect the work.
Notification to the Accountable Manager and the Quality Manager of any lack of 25% of available
man-hours over a calendar month.
Checking of the qualification of the personnel involved.
Defining of the initial and continuous Training Planning, training rules and pre-qualification rules.
Organisation of the assessments.
Define the facilities and associated means required and adapted to the scope of activity and assure
acceptable working conditions, checking of the availability of these infrastructures for maintenance
to be carried out and information to the Accountable Manager in case of deviation.
Define the tooling and equipment required and adapted to the scope of activity, supplies, checking
of the availability of the tooling/equipment, of their compliance, management of the store of tooling
and information to the Accountable Manager in case of deviation. Management of the maintenance
of this equipment and calibration of the instruments.
Ensure for the material required for the scope of activity, supplies, checking of the availability of
materials, checking of their compliance, management of the stores and information to the
Accountable manager in case of deviation.
Define the approved data required for the scope of activity, checking of the availability of these data
furnished by Georgian Airways technical library or by Customers.
Assessment and management of the suppliers and subcontractors. Definition and launching of
contracted maintenance tasks, follow-up of subcontractors, checking of the compliance of the
subcontracted tasks.
Preparation of the tasks according to the work order/contract, checking that the maintenance
operations required by contract with the Operator or the Customer are carried out and certified
(Certificate of Release to Service) in accordance with current rules and procedures. Issue of the
documents to the Customers and storage of the technical records.
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Ensure that the defects encountered during the maintenance are reported to the Quality Assurance
Manager in order he can comply with the PART145-60 Occurrence Reporting.
Supervising this MOE and associated maintenance procedures. Check the LOTs before sending to
the Authority.
Ensure that all necessary corrective actions resulting from audits are taken timely to fix findings
and are efficient.
1.4.3
Responsible to:
The Accountable Manager
In accordance with PART145.30 (a) the Quality Assurance Manager is responsible for:
The development, establishment and management of the independent Quality System including
the associated feedback system in order to guaranty that the maintenance procedures follow for
carry out the maintenance activity lay down the standards to which the Maintenance Organisation
intends to work. These standards need at a minimum to be those required by PART145.
Reporting to the Accountable Manager on the performance of the Quality System to enable formal
review and consideration of improvement actions. Quality Assurance Manager has direct access to
Accountable Manager to ensure that he is kept properly informed on quality and compliance
matters.
Informing and advising (daily functional report) the Technical Director on quality matters. Quality
Assurance Manager may request remedial action including per Part 3.3 of this MOE as necessary
by the Technical Director, Line Maintenance Manager, Production Planning Manager, Engineering
Manager and Logistics Manager.
Planning and implementation of audits of procedures, audits of products, audits of suppliers;

organising and carrying out the audits, setting up the reports. Then, follow up, co-ordination and
monitoring the corrective actions.
Co-ordination during external audits (Authorities, Customers, third party auditors).
Control of exceptional authorisations related to maintenance tasks. Relations with

Operator/Customer in case of derogation for an intervention in progress by the Maintenance
Organisation.
Deviation authorisations from the MOE procedures (in-house concession, application of concession
to the Authorities).
Reporting of defects to Authorities/Operator/Manufacturer in compliance with Part 145.60

Occurrence reporting.
Participation in the investigation of Air Safety Reports and Mandatory Occurrence Reports in liaison
with the Flight Operations Safety Manager as and when appropriate.
Monitor that all works or services sub-contracted by the Maintenance Organisation are carried out
in accordance with the contract in force.
Control of Manufacturers or other Maintenance Organisations team intervention.
Control of critical tasks as per Subpart 2.23 and Part L2.7.
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Management of the files of all certifying staff, storage of records. Creation and updating of the
individual authorisation, certification and issue to the persons involved.
Logistics Manager
Responsible to:
Technical Director
Issuing of Purchase Orders for all Engineering and Maintenance associated Material inclusive of
commercial items, related to engineering equipment.
Purchase Orders (inclusive of Loan, Exchange and Repair Orders) for Aircraft parts and material
shall be issued to acceptable and appropriately approved sources of supply as requested by an
authorised Aircraft Maintenance/Engineering person.
Will ensure that all Purchase Orders for aircraft parts and/or material clearly state full and complete
details of the parts and materials requested, including but not limited the full Part Number with the
Dash number for components and the full specification for material inclusive of the Illustrated
Parts Catalogue reference
Will ensure that all Purchase Orders for aircraft parts are
completed and request all supporting documentation for such parts.
fully
documented
and
1. Equipment : Authorised Release Certificate/Airworthiness Approval FAA Form 8130-3 or

TCA Form 24-0078 or JAA Form One or EASA Form 1up to 28 September 2010, EASA 1
issue 2 or for new components but excluding engine parts, certification in accordance with
the USA Federal Aviation Regulation Part 21.303 Parts Manufactured Approval.
2. Material, ingredient, standard part: Certificate of Conformity.
3. Cabin material (carpet, upholstery, etc.) : fully supported with the appropriate burn tests
and is in compliance with FAR 25.853.
Ensuring that all Purchase Orders for parts identified by the Aircraft or Engine manufacturer as
Standard Parts specify that they must be supplied together with a Statement of Conformity unless
they are the subject of Specific Product Approvals such as a TSO (Technical Standing Order) or a
UK CAA Equipment Approval Number
Maintaining the level of Component and Material Inventory to that defined by the Production
Planning & MCC and verified by the Line Maintenance Manager.
Will ensure customs clearance of all Imports/ Exports. Appoint customs clearance Agency. Liaise
with the clearing agency for customs clearance. Provide catalogues for correct application of duty.
Certify Bills of Clearing Agency for Receipt / Export of materials and attend any other matters
pertaining to customs clearance.
Will also liaise with Customs for requisite permissions related to Imports / Exports pertaining to
Engineering.
Maintaining Maintenance Tool stores, storage of test and measuring equipment in accordance with
rules.
Maintaining a Control Register of the engineering assets of the company in liaison with the
requirements of the Finance Department.
Controlling the shelf life of components and material in accordance with the manufacturers
recommendations and those of the QAM.
MOE
ISSUE 4
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PART II
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Ensuring that the storage environment is suitable and in compliance with the Regulatory
Requirements for the storage of aircraft parts and material.
Providing an Approved Stores System with a Quarantine Store for the segregation of unserviceable
items and those recently received items awaiting inspection for transit damage and conformity with
the Purchase Order, from items proven to be serviceable which shall be placed in the Bonded
Store.
Maintaining records of all material and aircraft parts received including their release Certification to
ensure traceability.
The rapid dispatch of unserviceable components for repair, test or overhaul suitably packed in
accordance with ATA 300.
Ensuring that all items proven to be serviceable by stores inspection have a Issue Label to enable
traceability in the system.
For ensuring that the appropriate training of all staff is undertaken, and that specialist training and
Regulatory approvals are in place with regard to the packing and dispatch of energy stored vessels
including but not limited to CO2/O2 Vessels, Aircraft Batterys and Explosives i.e. Fire Extinguisher
Squibs, and parts sensitive to static charge.
Provide suitable storage of flammable materials like paints, thinners, solvents etc. in accordance
with the Regulatory Requirements for the storage of such material
Ensuring that all staff under his control are trained in respect to the IATA Dangerous goods manual
and Established procedures, and in respect thereof, are enforced.
The administration, supervision, efficiency, training and discipline of personnel within the Logistics
Department.
Such other duties as may be requested by the Technical Director.
1.4.5
Responsible to:
The Technical Director
The Line Maintenance Manager is responsible for:
The administration, supervision, efficiency and discipline of all personnel under his control for
ensuring that health and safety standards are maintained.
Check availability of all necessary personnel, tools, equipment, material, maintenance data and
facilities to ensure the safe completion of the maintenance work. The Line Maintenance Manager
receives support of Planning Department (from Georgian Airways Maintenance Management) for
compliance of this task. The Line Maintenance Manager organises the necessary meetings prior
each scheduled maintenance.
Ensuring that all maintenance required to be carried out including line defect rectification is
performed according approved data and quality standards specified in the MOE.
Ensuring that all necessary corrective actions resulting from audits are taken timely to fix findings
and are efficient.
Arranging maintenance at non-maintenance stations.
All staff is smart in their appearance and maintains a professional attitude.
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Establish and maintaining a system which ensures that only authorised persons will attend aircraft
as assigned.
Ensuring notification to the Quality Assurance Manager of any serious defect (in accordance with
Part 2.18).
Such other duties as may be requested by the Technical Director.
1.4.6
Responsible to:
The Production Planning Manager is responsible for:
According PART-145, availability of all necessary personnel, tools, equipment, material,

maintenance data and facilities to ensure the safe completion of the maintenance work.
Define the personnel required and relevant to the scope and volume of activity. Issue, review and
amend of the Man/Hour Plan. Notification to the Technical Director of any lack of 25% of available
man-hours over a calendar month.
Define the tooling and equipment required and adapted to the scope of activity, supplies, checking
of the availability of the tooling/equipment, checking of their compliance, management of the stores
and information to the Technical Director in case of deviation.
Ensure for the material required for the scope of activity, supplies, checking of the availability of
materials, checking of their compliance, management of the stores and information to the Technical
Director in case of deviation.
Define the approved data required for the scope of activity, checking of the availability of these data
furnished by Georgian Airways technical library or by Customers.
1.4.7
Engineering Manager
Responsible to:
The Engineering Manager is responsible for:
Providing, checking, updating and distributing of all necessary maintenance data for completion
approved scope of work.
Keeping all Maintenance records according Part-145 requirements.
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Part
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Revision
Date

PART II
1.5.
1
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10
Sep 2012
ORGANISATION CHARTS
FIRST DEPUTY GENERAL DIRECTOR

(GD)/ ACCOUNTABLE MANAGER
(Robert Oganesian)
QUALITY ASSURANCE
MANAGER
(Mikheil Enukidze)
TECHNICAL DIRECTOR
(Garegin Elibegov)
QAM Deputy.
SALE & CONTRACT

MANAGER
(Garegin Elibegov)
ENGINEERING
MANAGER
(George Nadibaidze)
PRODUCTION PLANNING
MANAGER
(Tamuna Sepashvili )
Production
Planning and
MCC
LINE MAINTENANCE
MANAGER
(Garegin Elibegov)
Airframe & Power

Plant Supervisor
LOGISTICS
MANAGER
(Guzel Zalialova)
Logistic
s
Avionic
Supervisor
Store
Maintenance
and Flight
Planning
Engineers
Technical Library
and Archive
Computer Support
Shift
Shift
Shift
Shift
Generally AOC Holder Section
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The list of Certifying Staff (A9/QAD/021) is shown in the Appendix 5 of MOE and gives the necessary
information concerning the Certifying Staff. The List of Certifying Staff includes the following information:
Name
Function
Scope/limitation of authorisation
Date of the first/renewal issue of the authorisation
Date of expire
Authorisation identification number
A certifying staff sample signature and inspection stamp issued are recorded in the Authorisation
Processing Report (Form No A9/QAD/010) and maintained by Quality Assurance Manager.
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MANPOWER RESOURCES
The Manpower levels as at September 2012 are as follows:

Accountable Manager
Technical Director
Deputy of Quality Assurance Manager
Sales & Contract Manager
Logistics Manager
Logistics
Store Controllers
Airframe and Power Plant Supervisor
Avionic Supervisor
MCC Planners
Engineering Manager
Engineering staff
Technical Library / Archive
Line Maintenance Certifying Technician/Mechanics
Line Maintenance non-Certifying Mechanics
Contracted staff
Total
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1
1
1
1
4
1
1
1
4
1
2
28
7
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GENERAL DESCRIPTION OF FACILITIES
1.8.1. Tbilisi / Lochini International Airport Facilities.

Offices/accommodations:
Accountable Manager has two offices: one of them in headquarter building in down town area of Tbilisi and
second one in Georgian Airways Maintenance Organisation Technical Centre offices in Tbilisi International
Airport.
Management personnel and technicians have their offices/accommodations in Georgian Airways
Maintenance Organisation two levels building at the Tbilisi International Airport. The MCC office has the
Georgian Airways separate building disposition at the Tbilisi International Airport. Archives room is fire
protected. All offices/accommodation are protected.
Main store:
It is situated in separate building and is divided in Office, Tools, Receiving Area, Serviceable Part
Area, Quarantine Area and Shipping Area, Wheels/Tires and Consumables Materials. The store is
fire protected and environment controlled.
Parking place/working area # 108, 109 and 110 assigned to Georgian Airways aircraft:
Line maintenance is performed here when working environment is acceptable according AMC 145.25(c) 7.
If working environment does not permit to comply with the requirements the hangar is used.
1.8.2. Batumi International Airport
For the simple and seasonal works providing there is one 4 M2 office in TAV hangar of Batumi International
Airport.
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1.8.2
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Plans
Georgian Airways
Maintenance Organization
MCC of MO
Store of MO
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PART II
1.8.3
1
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Offices
Ground floor
15
11M2
14
16
30M2
19
20
30M2
18
42M2
17
First Floor
1
16M2
16M2
20M2
WS
WS
4
20M2
20M2
20M2
7
29M2
14
12
4M2
13
40M2
11
10
20M2
20M2
20M2
8
20M2
18M2
Officies.
1.
2.
3.
4.
5.
7.
8.

Technical Library.
Technical Director.
Logistic Department.
Line Maintenance/Supervisors.
Engineering Department/ Production Planning Department.
Archive
MCM/MOE
ISSUE 1
14.
15.
19.
20.
21.
Line maintenance.
Line maintenance Shift Leader.
Line maintenance.
Line Maintenance.
MCC
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9
July 2012
MCC.
21
16M2
1.8.5 Batumi International Airport Offices

TAV Hangar
4 M2
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1.8.4
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Main Store
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1.9
Part
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8
Nov 2011
ORGANISATIONS INTENDED SCOPE OF WORK
CLASS
RATING
AIRCRAFT
A1
LIMITATION
LOCATION TBILISI
BASE
LINE
Boeing 737-300/400/500 with

CFM56-3; (*)
Boeing 737-600/700/800/900
with CFM56-7; (**)
Bombardier CL-600-2B19,
CRJ-100/200, CF-34-3A1/3B1
(***)
Gulfstream GIV-X (G450)with

Tay 611- 8C
(****)
AIRCRAFT
A2
Cessna T206H with

TIO-540-AJIA (*****)
(*)
Line Maintenance up to and including 2A Check.

Defect Rectification and the replacement of Line Replaceable Units (LRUs)
Minor repair
Minor modification.
Line Maintenance up to and not including A Checks

Defect Rectification and the replacement of Line Replaceable Units (LRUs)
Minor repair
Minor modification.
(***)
Line Maintenance up to and including 2500 HRS checks.

Defect Rectification and the replacement of Line Replaceable Units (LRUs).
Minor repair
Minor modification.
(**)
(****)
Line Maintenance up to and included 100HRS Checks.

Minor repair
Minor modification.
(*****)
Line Maintenance up to and not included 12 month C Checks.

Minor repair Minor modification
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NOTIFICATION PROCEDURE TO THE AUTHORITY REGARDING

CHANGES TO THE ORGANISATIONS ACTIVITIES/APPROVALS/
LOCATION/PERSONNEL
Georgian Airways Maintenance Organisation notifies Competent Authority in accordance with PART145.A.85 prior implementation of the following changes:
The name of the Organisation,

The location of the Organisation,
Additional locations of the Organisation,
The Accountable Manager,
The Technical Director,
The Quality Assurance Manager,
The facilities, equipments, tools, procedures, scope of activities and certifying staff that could affect
the approval.
Above mentioned changes are considered as major.

If it is necessary to provide major changes, the Quality Assurance Manager sends to Authority the EASA
Form 2 and if need the necessary EASA Form 4 (with the corresponding Amendment Major).
Other changes are considered as Minor.
In accordance with PART-145.A.85 the Competent Authority may prescribe conditions under which the
Organisation may operate during consideration of such changes until that changes could be approved or
rejected.
Major revisions require approval by the Competent Authority.
Quality Assurance Manager is responsible for notification to the Competent Authority regarding changes
and organisation of conditions carrying out.
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1.11
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EXPOSITION AMENDMENT PROCEDURE
The Quality Assurance Manager is responsible for monitoring revisions to the MOE including associated
procedures and the submitting of proposed revisions to the Authority.
With each revision there is an LOT explaining the revision, showing the status (Major, Minor) and giving
all information for the updating.
All revised pages have date and identifying number of the revision. A black bar in the margin identifies the
text revised.
There are two types of revisions: Major and Minor (cf. Part 1.10).
After their approval revisions are dispatched by Technical Library to each holder in a timely manner.
Each holder shall update his manual using information given on LOT (added, changed or deleted pages) and
shall check the conformity of his manual with the List of Effective Pages (where each page of the MOE is
listed mentioning its revision number and its date).
The Technical Library is responsible for the follow up of revisions dispatching. It retains the forms
A9/ENG/032 returned by holders.
MCM/MOE
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PART II
PART 2
Part
Page
Revision
Date
2
1 of 35
3
Feb 2010
CONTENTS
Chapter Title
Page
2.1
SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE
2.2
ACCEPTANCE/INSPECTION OF AIRCRAFT COMPONENTS AND MATERIALS

FROM OUTSIDE CONTRACTORS
2.3
STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND

MATERIALS TO AIRCRAFT MAINTENANCE
2.4
ACCEPTANCE OF TOOLS AND EQUIPMENT
2.5
CALIBRATION OF TOOLS AND EQUIPMENT
2.6
USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE

TOOLS)
2.7
CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES
2.8
MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT /

COMPONENT MANUFACTURERS INSTRUCTIONS INCLUDING UPDATING
AND AVAILABILITY TO STAFF
11
2.9
REPAIR PROCEDURE
13
2.10
AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE
14
2.11
AIRWORTHINESS DIRECTIVE PROCEDURE
15
2.12
OPTIONAL MODIFICATION PROCEDURE
16
2.13
MAINTENANCE DOCUMENTATION IN USE AND COMPLETION OF SAME
17
2.14
TECHNICAL RECORD CONTROL
18
2.15
RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE
19
2.16
RELEASE TO SERVICE PROCEDURE
20
2.17
RECORDS FOR THE OPERATOR
22
2.18
REPORTING OF DEFECTS TO THE COMPETENT AUTHORITY/OPERATOR/

MANUFACTURER
23
2.19
RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO AIRCRAFT STORE
24
2.20
DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS
25
2.21
CONTROL OF COMPUTER MAINTENANCE RECORDS
26
2.22
CONTROL OF MAN-HOUR PLANNING VERSUS SCHEDULED MAINTENANCE

WORK
27
2.23
CONTROL OF CRITICAL TASKS
28
2.24
REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES
29
2.25
PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS
30
2.26
SHIFT/TASK HANDOVER PROCEDURE
31
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2.27
PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA

INACCURACIES AND AMBIGUITIES, TO THE TYPE CERTIFICATE HOLDER
32
2.28
PRODUCTION-PLANNING PROCEDURE
33
2.29
FUEL SYSTEMS AIRWORTHINESS LIMITATIONS

MANAGEMENT
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CDCCL
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2.1.1
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SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE

General
To ensure and maintain a high quality standard within the Maintenance Organisation and to ensure that
supplier and/or contracted/subcontracted aircraft maintenance is performed in accordance with the legal
requirements and no unapproved aircraft parts and materials are used, defined principles must be followed.
2.1.2
Principles/Procedure
Products (parts, material or service) may only be purchased if the product is in compliance with the legal
requirements and established quality standards of Georgian Airways.
Suppliers and/or subcontractors/contractors (vendors, manufacturers etc.) are evaluated to be sure their
ability to meet requirements and quality standards. The procedure defines the requirements for controlling
the quality of aircraft, components, materials and services procured before an order is placed by evaluating
any prospective suppliers before they are placed on the Approved Suppliers List approved by the QAM and
used by the Logistic Manager; It also ensures that when it is considered that an approved supplier is failing
to meet the required standards, then a mechanism exists to evaluate the suppliers performance, and if
necessary, remove this company from the Approved Suppliers List.
Parts and materials utilised for aircraft and aircraft component maintenance must be approved either by the
respective design organisation or by the authorities.
No such part or material shall be purchased without appropriate documentation.
Approved in this context means not only that the part or material is airworthy, the part or material must be
also eligible to be installed in the specific aircraft, engine or component under a type certificate or
production approval.
Parts or material not manufactured under a Type Certificate or Production Certificate may only be
purchased from the manufacturer (subcontractor) if the subcontractor is authorised by the Type Certificate
Holder to deliver the part or material direct to the customer.
Parts or material purchased from other sources must be accompanied with appropriate documentation,
which confirms the part or material has been manufactured by an approved organisation (Part-145 (JAR145)).
Any supplier/subcontractor must be assessed and selected on the basis of his ability to meet requirements,
including the quality system and any specific quality assurance requirements.
Full details are to be found in the Procurement and Material Procedures, PMP-01, (APPENDIX 4
MOE).
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2.2
ACCEPTANCE/INSPECTION OF AIRCRAFT COMPONENTS AND MATERIALS FROM

OUTSIDE CONTRACTORS
2.2.1
General
The purpose is to ensure, that from outside contractors are received high quality aircraft component and
materials. Acceptance/inspection activities are performed in order to verify that the specific requirements
for aircraft components and materials are met.
2.2.2
Principles
Any product (aircraft components, materials, etc.) which are received from outside contractors must be
inspected before entering into the stores system of Georgian Airways Maintenance Organisation.
Aircraft component and materials inspections must be carried out to ensure the product has been
manufactured in accordance with the specification which may include, besides the technical specification,
also legal and warranty aspects. For new Parts Care should be exercised in ensuring compliance with
airworthiness directives and the status of any life limited parts fitted to the aircraft component as well as
Critical Design Configuration Control Limitations. (CDCCL)
Incoming products (aircraft components and materials) received by the company for usage within final
products shall be subject to an incoming inspection or test by authorised personnel to ensure that such
products conform with the specific requirements.
The receiving inspection of components, parts and materials used for aircraft shall ensure compliance with
the legal requirements.
The aircraft components identified in accordance with Part-145 (JAR-145) by:
A certificate for release to service (completed EASA Form one (JAA Form one) or
approved/accepted equivalent: FAA Form 8130-3 or Canadian TC Form 24-0078).
Note: The PMP-02 takes into account the AMC 145.A.42 (a) concerning the JAA Form One validity.
A certificate of release to service must contain basic details of the maintenance carried out, the date such
maintenance was completed and the identity including authorisation reference of the approved
maintenance organisation or manufacturer and certifying staff issuing such a certificate.
Materials both raw and consumable should only be accepted when satisfied that it is to the required
specification. To be satisfied the material and/or its packaging should be marked with the specification and
where appropriate the batch number. All materials should be accompanied by documentation clearly
relating to the particular material and containing a conformity statement.
Regarding Part 145.A.42(c) it is noted that Georgian Airways Maintenance Organisation does not take the
opportunity to fabricate parts to be used in the course of undergoing work.
Georgian Airways takes into account the use of quarantine process in case of problems encountered
during reception of material.
Georgian Airways takes into account the use of GSAC form AC 131 in case of suspected unapproved
parts.
MOE).
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2.3
STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND MATERIALS TO

AIRCRAFT MAINTENANCE.
2.3.1
General
The purpose is to provide the guideline for storage, tagging and release of aircraft components and
materials to aircraft maintenance.
2.3.2
Principles
The Georgian Airways MO has to be ensured that:
Only serviceable parts/materials enter a stores facility.

Parts/ materials considered not to be in serviceable condition have to be either stored in a
quarantined area or in a clearly identified unserviceable area.
Routable and repairable are properly tagged.
Every part/material is stored in the proper and appropriate environment.
Life control is assured.
Some components and materials is subject to special conditions such as storage condition, segregation or
life etc. and this must be followed.
Manufacturers storage recommendations must be followed for aircraft components/materials.
All aircraft components wherever practicable remain packed in protective material to minimise damage and
corrosion during storage.
Every issue, release of aircraft components and materials has to be recorded and monitored by responsible
personnel. It is imperative that every issued part/material is clearly identified and matches the requisition.
The part/material has to be issued in the original-storage packing whenever possible and practical.
When spare parts are batched, the batch integrity is respected along the storage. For un batching, the
traceability is followed up by issuance of a true copy of the original Certificate of Conformance. The true
copy is signed by the Store Controller.
The Logistic Manager is responsible for keeping all serviceable parts in airworthy condition. It means he
must control and perform corrective action in order to respect all AD for store components by following the
recommendations of the Georgian Airways Engineering Department.
Shelf life control: the Store Controller checks the stock each month in order to identify the parts which shelf
life will expire during the following 3 months. The Store Controller withdraws any expired part/material and
places it in the quarantine area. The Logistic Manager takes decision concerning these parts/materials
(scraps send to some subcontractor for overhaul/repair, return to the manufacturer or to the owner). The
Store Controller informs the Duty Logistic about the parts withdrawn.
In case of a bulky heavy material the storage is decided by the Logistic Manager with acceptance of the
Technical Director.
An inventory is performed every year by the Logistic Manager, supervised by the Sales & Contract
Manager.
Full details are to be found in the Procurement and Material Procedures, PMP-02, PMP-03,
(APPENDIX 4 MOE).
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2.4
2.4.1
General
Part
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The purpose is to ensure that approved tools and equipment are used for aircraft maintenance.
2.4.2
Principles
To perform maintenance in accordance with Part-145 and other approved standards on aircraft sufficient
tools and equipment specified by the aircraft/aircraft component manufacturers technical documentation
must be available when needed.
The tools and equipments are permanently available.
Any tools and equipment used for aircraft/aircraft systems maintenance must be in accordance with an
approved standard. When the manufacturer specifies a particular tool of equipment, it is requested that the
specified tool or equipment should be used, unless otherwise agreed in a particular case by the QAM. If
there is a requirement to use an alternate tool a form A9/QAD/018 Request for a variation to a company
procedure is completed and submitted to the QAM.
Tools and equipment must be acquired in accordance with the requirement of the airworthiness data of the
aircraft/aircraft component manufacturer or design office. Especially attention has to be given at Tools and
equipment involved in CDCCL linked Task cards. Any use unapproved Tools and equipment are strongly
forbidden for CDCCL linked maintenance work.
MOE).
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PART II
2.5
CALIBRATION OF TOOLS AND EQUIPMENT
2.5.1.
General
Part
Page
Revision
Date
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The purpose is to ensure and maintain tools and equipment in a proper condition in order to perform
aircraft maintenance in accordance with airworthiness data.
2.5.2.
Principles
Tools and equipment used by maintenance personnel must be in proper condition and functioning for its
intended use. In case of calibration expire or defects the tool/equipment must be appropriately identified
that is not usable and it must be repaired or calibrated only by authorised work shops.
Calibration of tools and equipment must be carried out at defined intervals and in accordance with
approved standards. Calibration records including certificates must be kept and traceable.
A clear system of labelling of all tooling equipment is necessary to use, giving information about the next
inspection or service or calibration is due, and if the item is unserviceable, or for any other reason where it
may be not obvious.
Tools/equipment which requires periodic inspection must not be used for maintenance if the inspection or
calibration date is overdue.
Full details are to be found in the Procurement and Material Procedures, PMP-04, PMP-05,
(APPENDIX 4 MOE).
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2.6
USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE TOOLS)
2.6.1
Purpose
The purpose is to ensure that after the completion of any maintenance activities an entirely check and
condition of used tools and equipment are performed.
2.6.2
Principles
All tools and equipment (shift own tool set/special tools/equipment etc.) must be properly identified and
before use must be checked for entirety and condition by appropriate personnel. There must be indication
when and where (aircraft/aircraft component) such tools/equipment were used, in particular special
tools/equipment which needs calibration.
Upon the completion of maintenance work the tools/equipment that have been used are to be checked for
completeness and condition. In the event of losses discovered during tool checks, these should be reported
and special investigation must be made to ensure that lost tools/equipment is out of aircraft/aircraft
component area.
MOE).
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2.7
CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES
2.7.1
General
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It is a requirement of Part-145.A.25 for the maintenance organisation to provide appropriate facilities for all
planned work. Such facilities must be kept clean at all times.
The purpose is to ensure that appropriate facilities are available for all planned work, ensuring in particular,
protection from weather elements and special requirements are observed.
2.7.2
Principles
Facilities used for aircraft maintenance together with office accommodation should be provided for the
management, planning, technical records, quality or certifying staff so that they can carry out their
designated tasks in a manner that contributes to good aircraft maintenance standards.
The working environment must be such that the effectiveness of personnel is not impaired:
Temperatures should be maintained such that personnel can carry out required tasks without
undue discomfort.
Dust and any airborne contamination should be kept to a minimum and not be permitted to reach a
level in the work tasks area where visible aircraft/component surface contamination is evident.
Where dust/other airborne contamination results in visible surface contamination, all susceptible
systems should be sealed until acceptable conditions re-established.
Lighting should be such as to ensure each inspection and maintenance tasks can be carried out
in an effective manner.
Noise levels are not be permitted to rise to the point of distracting personnel from carrying out
inspection tasks. Where it is impractical to control the noise source, such personnel should be
provided with the necessary personal equipment to stop excessive noise causing distraction during
inspection tasks.
The working environment for line maintenance should be such that the particular maintenance or
inspection task can be carried out without undue distraction. Where the working environment
deteriorates to an unacceptable level in respect of temperature, moisture, hail, ice, snow, wind,
light, dust/other airborne contamination, the particular maintenance or inspection tasks should be
suspended until satisfactory conditions are re-established.
Secure storage facilities should be provided for components, equipment, tool and material. Storage
facilities should be clean, well-ventilated and maintained at a constant dry temperature to minimise
the effects of condensation. Storage rocks should be strong enough to hold aircraft component.
Facilities and offices must be equipped with fire protection and where is such need with fire
warning system. Some of them (Storage facilities, archive, etc.) should have restricted entry.
Management personnel are responsible for development and follow up of relevant security
standards as well as keeping its personnel trained regarding the subject.
Specific equipment used in the working areas (stairs, etc.) must be safe for personnel and aircraft.
Working areas must be well organised and clean.
Working clothes are provided for the personnel dedicated into aircraft maintenance
The following are basic engineering practices that must be addressed at all times:
Proper engine and access stands are used at all times, portable tower systems are properly
erected with outriggers locked in correct positions and brakes (where fitted) are on". Ensure the
access equipment is serviceable prior to use and report any defects promptly. Ground equipment is
to be checked prior to use to ensure serviceability, cleanliness and suitability for the task to be
undertaken.
Engine cowling covers are to be used whenever working on engines with the lower cowling open;
blanks are to be fitted to any open aperture, to prevent the ingress of dirt etc. and cowlings cleaned
prior to fitting.
Solid waste material is disposed of promptly in the bins provided and not left on the floor or in drip
trays, as this creates an unnecessary fire hazard. All split fluids are cleared up and drip trays
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emptied, ensure all workbenches are cleaned after use. Separate bins are provided for rags and
there is also a specific bin for disposing of hazardous waste containers such as oil and solvent tins,
paint cans etc.
Serviceable items removed from an aircraft are labelled using Component Identification Labels,
and blanked or bagged and placed on designated storage racks. During panel removal ensure all
fasteners are serviceable and are bagged and secured to the panel. If any fasteners are damaged,
replacement items should be both obtained from stores and placed with the panel for refit, or if not
available they should be placed on order to arrive in time, for panel refit.
Unserviceable items have U/S labels attached with details of the defect. They should be cleaned,
blanked or bagged to prevent the ingress of dirt/dust. They should be placed
on
designated
racking to await repair or be forwarded to stores for dispatch to a suitable repair/overhaul facility.
Grease guns are kept clean and positively marked with the approved contents to-prevent
contamination. All grease guns are to be returned to stores following use and any defects are to be
reported to the store man. Grease cans are to be kept in the Grease cabinet when not in use and
should always be returned uncontaminated with the lid securely fastened. Empty grease cans are
to he disposed of in the hazardous waste bin and a new can obtained from the stores.
Persons are not to walk on aircraft upper surfaces in poor weather conditions or with inappropriate
footwear, stay within walkways to prevent damage to upper fairing skins/structure. When working in
the cabin, aisle carpet runners are to be fitted and seats covered when interior work is in hand.
All special tooling, lifting and test equipment obtained from the tool store can only be obtained in
return for a tool tag. All equipment used is to be serviceable, correctly marked and in date for
calibration. No piece of equipment is to be used for anything other than that which it was designed
and it is only to be used in accordance with its instructions for use. Once finished with, the
equipment is to be returned to the tool store as soon as is practicable to help prevent loss or
damage. It is the user responsibility to check any equipment prior to use and to report any defects
to the store controller.
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2.8
MAINTENANCE INSTRUCTIONS & RELATIONSHIP TO AIRCRAFT/AIRCRAFT COMPONENT

MANUFACTURERS INSTRUCTOINS INCLUDING UPDATING AND AVAILABILITY TO STAFF
2.8.1
General
To comply with the M.A.401 APPENDIX I (Part-M) of (EC) No 2042/2003 and Part-145.A.45, it is required
to keep, amend and provide all airworthiness data and documentation to perform maintenance in
accordance with the approval.
2.8.2
Principles
The documentation control shall ensure that:
The pertinent issues of appropriate documents are available.

Invalid and/or obsolete documents are promptly removed or otherwise assured against unintended
use.
Any obsolete documents retained for legal and/or knowledge preservation purpose are suitably
identified.
Documentation which requires the approval by the authorities comes into effect only after it has
been approved by the authority.
Documents and data used for major repairs and major alterations/modifications must be approved
by the authority of the country of aircraft registration.
The Georgian Airways Maintenance Organisation must hold and use applicable current maintenance data
in the performance of maintenance including modifications and repairs. Applicable means relevant to any
aircraft, aircraft component or process specified in the maintenance organisations approval class rating
schedule and in any associated capability list.
For the purpose of Part-145 applicable maintenance data is:
Any applicable requirement, procedure, operational directive or information issued by the authority
responsible for the oversight of the aircraft or component.
Any applicable airworthiness directive issued by the authority responsible for the oversight of the
aircraft or component.
Instructions for continuing airworthiness, issued by type certificate holders, supplementary type
certificate holders, any other organisation required to publish such data by Part-21 and in the case
aircraft or components from third countries the airworthiness data mandated by the authority
responsible for the oversight of the aircraft or component.
.
Any applicable standard, such as but not limited to, maintenance standard practices recognised by
the Agency as a good standard for maintenance.
When the MO modifies a maintenance instruction (More practical or more efficient manner to comply with;
inaccurate maintenance instruction; use of alternative tool) the type certificate holder is informed by the
QAM by e-mail.
The communication (traceability of the complete process) is retained by the QAM
Note: When the MO modifies maintenance instructions CDCCL linked tasks substitution of practices,
procedures, material and tooling are not allowed without written permission from the manufacturer or
engineering department who would most likely get the deviation authority from manufacturer.
Any modification of maintenance Instructions linked to CDCCL is an aircraft modification to be
approved i.a.w. Part-21.
Note: maintenance instructions mean instructions on how to carry out the particular maintenance task.
The maintenance organisation must provide a common work card or worksheet system for use
throughout relevant parts of the organisation and must either transcribe accurately the maintenance data
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mentioned above onto such work cards or worksheets or make precise reference to the particular
maintenance task(s) contained in such maintenance data.
Maintenance organisation should hold and use the following minimum maintenance data relevant to the
organisations approval class rating:
All maintenance related Implementing Rules and associated AMCs;

Approval specifications and Guidance Material;
The EASA publication entitled Part-145 listed organisation;
All applicable national maintenance requirements and notices, which have not been superseded by
EASA requirements;
Procedure or directive and all applicable EASA airworthiness directives plus any non-national
airworthiness directive, supplied by a contracted non-EU operator or customer.
In addition for line maintenance with an approval class rating in category A-Aircraft, the Georgian Airways
maintenance organisation should hold and use the following approved data where published:
The appropriate sections of the operators aircraft maintenance programme;

Aircraft maintenance manual, Illustrated Parts catalogue (IPC), Structure repair manual (SRM),
System schematic manual, Wiring diagram manual (WDM);
Aircraft and engine service bulletins;
Aircraft and engine service letters;
Type certificate data sheet and/or any other specific document issued by the type certificate or
supplementary type certificate holder as maintenance data.
The MO must ensure that all applicable approved data is readily available for use when required by
maintenance personnel. Data being made available to personnel maintaining aircraft means that the data
should be available in close proximity to the aircraft being maintained.
Where computer and/or microfilm reader/printer are used the number of computer and/or microfilm
reader/printer should be sufficient in relation to the size of the work programme and ensure that the
computer and/or reader/printer can produce paper copies.
The MO must ensure that maintenance data controlled by the organisation is kept up to date.
Full details are to be found in the Maintenance Management Procedure, MMP-01, (APPENDIX 2
MOE).
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REPAIR PROCEDURE
2.9.1
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The purpose of this procedure is to ensure that all repairs made on aircraft/aircraft component are
performed in accordance with Part-145.
2.9.2
Principles
When the need for defect rectification and/or repair action arise (during maintenance or specific demand
following a customer demand) the MO certifying staff will assess defect against the approved maintenance
data and will determine the corrective action to be taken if the defect is outside the limits of such
maintenance data.
This could involve:
Repair by replacement of damaged parts in accordance with MM and IPC,
Repair by other maintenance corrective action like cleaning, lubrication, servicing, adjustment, etc.
in accordance with MM, Troubleshooting Manual, SB, etc.,
Structural repair in accordance with SRM or other approved data when the defect is beyond the
SRM,
Modification in accordance with SB or other approved data.
Before to carry out the recommended corrective action the Line Maintenance Manager together with the
Sales & Contracts Manager review the contract passed with the Operator (contract, convention, bill of
order). Then the Production Planning prepares the work taking into account:
the MO approved scope of work,

the planning and facilities,
the human resources,
The approved data (MM, IPC, WDM, SB, SRM, Engineering Order, etc.),
The maintenance instructions,
The maintenance documentation for work recording (for work package establishment),
The materials and the equipment,
Eventually the choice of a subcontractor (in relation with Sales & Contracts Manager),
Note: this preparation phase generally involves the MO together with the Operator (Engineering) and the
eventual Subcontractor but remains under the responsibility of the MO regarding the Part-145 requirements
respect.
MOE).
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AIRCRAFT MAINTENANCE PROGRAM COMPLIANCE.
2.10.1 General
Every aircraft must be maintained in accordance with a maintenance program approved by the competent
authority, which shall be periodically reviewed and amended accordingly. Aircraft must be maintained and
released to service by an organisation approved/accepted in accordance with Part-145.
2.10.2 Principles
Georgian Airways Maintenance Organisation in accordance with its scope of works performs
implementation of the content of an approved aircraft maintenance program. Implementation means
preparation and planning of the maintenance task in accordance with the approved maintenance program.
In case, where Georgian Airways MO will accomplish maintenance for other operators, Georgian Airways
MO should have access to the relevant parts of the approved operators aircraft maintenance program.
Operators workcard or worksheet system may be used, but Georgian Airways MO must ensure their
correct completion.
MOE).
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AIRWORTHINESS DIRECTIVE PROCEDURE
2.11.1 General
It is the requirement of M.A.303 APPENDIX I (Part-M) of (EC) No 2042/2003 that any applicable
airworthiness directive must be carried out within the requirements of that airworthiness directive, unless
otherwise specified by the EASA. The accomplishment of any airworthiness directives and any other
continued airworthiness requirement made mandatory by the authority.
2.11.2 Principles
The purpose is evaluation and assurance that all incoming AD from FAA, Georgian CAA, competent
authority (EASA) and
Authority of Registration are fully evaluated for applicability to aircrafts and
components maintained by Georgian Airways MO, as well as invitation of the necessary resulting actions
as required.
MOE).
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2.12.1 General
This procedure outlines the process for review and evaluation of optional or non-mandatory modifications
provided by the original manufacturers covering aircraft, engines and components.
2.12.2. Principles
Aircraft, engine and components manufacturers issue SB on regular basis a means to inform operators of
the optional or non-mandatory modifications that are available for the particular aircraft, engine or
component.
The requirement for the embodiment of non-mandatory modifications is optional. Non-mandatory
modifications must be assessed considering:
Efficiency
Advantages
Costs
MOE).
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MAINTENANCE DOCUMENTATION IN USE AND COMPLETION OF SAME.
2.13.1 General
It is the requirement of Part-145.A.55, that approved maintenance organisation must record all details of
work carried out in a form acceptable to the Authority, and ensure, that standardisation of the completion of
technical log system and worksheets by maintenance personnel is followed.
2.13.2 Principles
The operators aircraft technical log is a system for reporting defects and malfunctions discovered during
the operation and/or line maintenance of aircraft and for recording details of all maintenance carried out.
Also Georgian Airways MO use common work card or worksheet system (Boeing Task cards) during
maintenance and operators work card or worksheet system.
Details are to be found in the Maintenance Management Procedure, MMP-03, (APPENDIX 2 MOE).
In all cases maintenance organisation must follow to principle standardisation of completion of all
maintenance documentation by maintenance personnel.
To record discrepancies during aircraft line maintenance (Weekly Check), MO may use NRC Non
Routine Card (Form No A9/ENG/015)-Special card Form for recording any discrepancies and rectification
actions.
This notwithstanding, NRC may be used during lower maintenance.
It is authorised MO personnel responsibilities to record, rectify and defer the discrepancies.
The following entries on NRCs are essential for further preparation and rectification:
Brief description of the known or suspected malfunction or defect

Reference to manufacturers publications
Needed tools, equipment and material
Note: If the issuer can see that, due to its implications, the correction of a discrepancy will require more
extensive measures, the supervisor or shift leader is to be informed immediately.
All NRC should be registered in NRC REGISTER (Form A9/ENG/038) and in the Maintenance Summary
Control Sheet (Form A9/ENG/042) during Weekly checks, for control of NRC issues and status of them.
After rectification the performed work has to be recorded by issuing the following entries into the NRC:
Clear description of the job completed

Certification by full signature and PK number
Written off NRCs are to be collected for completion of the Maintenance Summary Control Sheet (Form
A9/ENG/042)
Completed NRCs are controlled via the Maintenance Summary Control Sheet and will be transferred to
Engineering Department and/or operator for documentation as follows: Original Life History Record, copy
to MO Archive.
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2.14.1 General
It is the requirement Part-145.A.55 to record all details of maintenance carried out and retained them.
2.14.2 Principles
An operator and/or Part-145 approved maintenance organisation ensures following records are kept in a
form acceptable to the authority:
Aircraft technical log.

All detailed maintenance records in respect of the aircraft and any aircraft component.
The total time and flight cycles as appropriate, of the aircraft and all life limited aircraft
component.
The time and flight cycles as appropriate, since last overhaul of the aircraft component
The current aircraft inspection status such that compliance with the approved operators
aircraft maintenance program can be established.
The current status of airworthiness directives applicable to the aircraft and aircraft
components.
Details of current modification and repairs to the aircraft, engine(s) and any other aircraft
Current certificate if release to service.
Properly executed and retained records provide owners, operators and maintenance personnel with
information essential in controlling unscheduled and scheduled maintenance, trouble shooting to eliminate
the need for re-inspection and rework to establish airworthiness.
The maintenance record can be either a paper or computer system or any combination of both.
Paper system uses robust material, which can withstand normal handling and filing.
The records are stored in a safe way with regard to fire, flood and theft.
The MO retains the maintenance records covering the last two years in order to be able to transfer these
records in case it terminates its operation.
In case of lost or destroyed record the MO reconstructs the record with the remaining information it can
obtain and presented to the Authority for eventual acceptance.
Computer system may be used to control maintenance and/or record details of maintenance work carried
out. Computer system has one backup system at least, which has to be updated within 24 hours of any
maintenance at least. Each terminal is required to contain program safeguards against the ability of
unauthorised personnel to alter the data base.
Computer backup discs, tapes etc. should be stored in a different location from that containing the working
discs, tapes etc. in an environment that ensures their remain in a good condition.
MOE).
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RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE
Georgian Airways Maintenance Organisation does not perform base maintenance by itself. Base
maintenance and rectification of defect arising during this maintenance will be performed by the contracted
Part-145 appropriate approved Maintenance Organisation with its procedures.
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RELEASE TO SERVICE PROCEDURES
2.16.1 General
It is the requirement of APPENDIX I (Part-M) of (EC) No 2042/2003 and JAR-OPS 1 that aircraft must be
maintained and released to service by an organisation appropriately approved/accepted in accordance with
Part-145.
2.16.2. Principles
A certificate of release to service (CRS) is necessary before flight at the completion of any package of
maintenance specified by the operator. The package of maintenance may include any one or combination
of the following elements:
Checks or inspections from the maintenance program.

AD
Overhauls
Repairs
Modifications
Aircraft component replacement
Defect rectification
The certificate of release to service should contain the following statement:

Certifies that the work specified except as otherwise specified was carried out in accordance with
Part-145 and in respect to that work the aircraft/aircraft component is considered ready for release
to service.
The CRS must be issued by appropriately authorised certifying staff only on behalf of the maintenance
organisation.
The CRS should relate to the task specified in the manufacturers or operators instruction on the aircraft
maintenance program which itself may cross refer to a manufacturers/ operators instruction in a
maintenance manual service bulletin etc.
At any scheduled or unscheduled maintenance task carried out to fuel system feature classified as critical
Disaign Configuration Control Limitations and before release to service, the maintenance records shall
reflect that the correct configuration is maintained and ensured.
This should be done by the marking: CDCCL task.
2.16.3.
Re-release of Components Removed Serviceable from Aircraft.
The component Certificate of Release to Service is required by the Part 145 regulations after removal and
installation of serviceable components on aircraft.
The serviceable component and part removed from A/C, engine, APU and assy. shall be released to
service according to the followings:
It should be ensured that the component was removed from the aircraft by a Certifying staff.
The component may only be deemed serviceable if the last flight operation with the component
fitted revealed no faults on that component / related system.
The A/C component should be inspected for satisfactory condition including in particular damage,
corrosion or leakage and compliance with any additional manufacturer's maintenance
instructions.
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The A/C record should 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 may an EASA Form 1 be issued according to MOE 2.16.3. if it is
suspected that the component has been subjected to extremes of stress, temperatures or
immersion could effect its operation.
A maintenance history record should be available for all used serialised A/C components.
Compliance with known modifications and repairs should be established.
The flight hours / cycles / landings as applicable of any service life limited parts including TSO
should be established.
Compliance with known applicable airworthiness directives should be established.
Subject to satisfactory compliance with this subparagraph 2.16.3. an EASA Form 1 may be issued
and should contain the Information as specified in paragraph 2.4 AMC 145.A.50(a) including the
A/C from which the A/C component was removed.
Serviceable aircraft components removed from an EASA Member State registered aircraft may only be
released with an EASA Form 1, according 2.16.3. requirements. In this case, the aircraft/engine from which
the aircraft component was removed should be specified in Block 13.
Serviceable aircraft components removed from a non EASA Member State registered aircraft may only be
issued an EASA Form 1, according 2.16.3., if the components are leased or loaned from the maintenance
organization approved under EASA Part-145 who retains control of the airworthiness status of the
components. In this case, the aircraft/engine from which the aircraft component was removed should be
specified in Block 13.
Serviceable components removed from an A/C maintained in an organisation approved under Part -145
requirements, may only be released with an EASA Form 1,according 2.16.3. In this case, the aircraft /
engine from which the component was removed should be specified in Block 13.
In all cases, block 20 has to be signed by Certifying Staff and the word "INSPECTED" should be written in
Block 12 of EASA Form 1 or JAA Form 1. In addition, block 13 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 13. The maintenance history record and acceptance test report or statement, if
applicable, should be attached to the EASA Form 1.
For the components / parts swapped between aircraft, engine and/or APUs,release to service documents
shall be issued by the Certifying staff after a visual inspection and provided that no discrepancy has been
recorded for subject component/part.
Full details are to be found in the Line Maintenance Procedure, LMP-01, (APPENDIX 3 MOE).
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RECORDS FOR THE OPERATOR
2.17.1 General
The Part-145 approved maintenance organisation must provide a copy of each certificate of release to
service to the aircraft operator including of basic details of maintenance carried out.
2.17.2 Principles
The records is retained to provide the owners, operators and maintenance personnel with information
essential in controlling scheduled and unscheduled maintenance in order to ensure continued
airworthiness.
Properly executed and filed records also summarise the entire maintenance history of the aircraft.
At the completion of the maintenance Georgian Airways Maintenance Organisation will provide copies of
each CRS and specific airworthiness data used. The work package, containing full details of the
maintenance carried out and all other papers pertaining to the maintenance will be copied and returned to
the operator.
After Line maintenance following records should be given to the operator:
Certificate of release to service;
Accomplished maintenance task cards( worksheets);
Accomplished SBs and/or ADs;
Accomplished discrepancies;
Deferred items (if theres any).

Where the operator contracts Georgian Airways MO to keep its record on file, the file must be kept as
required by APPENDIX I (Part-M) of (EC) No 2042/2003 and JAR OPS 1.
When an aircraft is permanently transferred to another operator the records should also be transferred to
the new operator to enable the new operator to take over the maintenance.
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2.18
REPORTING
OF
MANUFACTURER
DEFECTS
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COMPETENT
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AUTHORITY/OPERATOR/
2.18.1 General
It is the required of Part-145.A.60, that the Part-145 approved maintenance organisation must report to the
competent authority, the state of registry and to the organisation responsible for the design of the aircraft or
component and to the operator any defects/ conditions of the aircraft or aircraft component identified by the
organisation that has resulted or may result in an unsafe condition that hazards seriously the flight safety.
2.18.2. Principles
Approved maintenance organisation should have internal occurrence reporting system to enable the
collection and evaluation of such reports, including the assessment and extraction of those occurrences
and should identify adverse trends, corrective actions taken or to be taken to address deficiencies and
include evaluation of all known relevant information relating to such occurrences and a method to circulate
the information as necessary.
The aim of occurrence reporting is to identify the factors contributing to incidents and to make the system
resistant to similar errors.
A defect/condition that could seriously hazard the aircraft is normally limited to:
Serious cracks
Burning or serious corrosion of structure found during scheduled maintenance of the
aircraft or engine.
Failure of any emergency system during scheduled testing, among them failure of vital
system and emergency evacuation from the aircraft.
In case of occurrence (defeats/conditions which could seriously hazard the aircraft) reports must be made
as soon as practicable but in any case within 72 hours of identifying the condition to which the report
relates to competent authority, to manufacturer and operator. In case of an aircraft, where the state of
registration is different, then the NAA of the state of registry must also be informed. In all respect Georgian
CAA will be informed accordingly. The MO shall continue to pursue the manufacturer and Authority until a
positive feedback is obtained.
As a operator Georgian Airways also shall report to the authority of any incident that has endangered or
may have endangered safe operation of a flight.
EASA Form 44 Technical Occurrence Reporting form has to be used to report technical Occurrences for
Competent Authority (NAA, EASA, and CAA) and QA Manager and Technical Director are responsible for
it.
MOE).
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RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE
When an aircraft component is removed from an aircraft as defect part it must be returned to store with all
relevant information.
Full details are to be found in the Line Maintenance Procedure LMP-03, (APPENDIX 3 MOE), and in
the Procurement and Material Procedures, PMP-03, (APPENDIX 4 MOE).
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The dispatch of defective components to outside contractors covers all parts dispatch from stores including
the return of loan items, dispatch of unserviceable items.
The component should be shipped with all required documentation. Components should be correctly
packed to ensure no transit damage occurs, and should be recorded using the current dispatch/carrier
system. All wet components should be drained and blanked as appropriate.
MOE).
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CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEM
Georgian Airways Maintenance organisation uses manual maintenance record system.
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CONTROL OF MAN HOUR PLANNING VERSUS SCHEDULED MAINTENANCE WORK
2.22.1 General
It is the required of Part-145.A.47 (a),(b) that the approved maintenance organisation must plan the
availability of all necessary personnel appropriate to the amount and complexity of work in order to
ensure the safe completion of the maintenance work. The planning must take into account human
performance limitations.
2.22.2 Principles.
Production planning and maintenance control centre determine the man-hours plan of the scheduled
maintenance based on intended volume of work which are received from operator(s), and man-hour data
required for its accomplishment.
The source of the man-hour data needed is the maintenance program in liaison with MO experience of
work performance. Man-hours calculation should be performed for entire shift loading containing necessary
man-hours for maintenance of each aircraft and take into account human performance limitations.
Production Planning & MCC Manager with Line Maintenance Manager and/or supervisor carries out Man
power planning for scheduled routine and additional works based on working hours of maintenance, staff
availability and qualification. The Manpower Planning is reviewed every 3 months but may be adjusted
when necessary. Any significant deviation more than a 25% shortfall in available man-hours during a
calendar month is reported to the QAM and the Accountable Manager for review.
Production Planning & MCC prepares the Maintenance Order (Form A9/ENG/033) for shifts take into
account capability to perform these works by the respective shift. Maintenance Order may be corrected as
necessary.
When maintenance order can not be completely accomplished due to whatever reasons during shift work
time, shift leader with production planning and maintenance control centre planner will transfer the
completion of maintenance actions to the next shift according MOE 2.26.
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CONTROL OF CRITICAL TASKS
2.23.1 General
It is the required of Part-145.A.65 (b){3} in order to minimise the risk of multiple errors and capture errors
on critical systems should be established procedures to identify and control of critical tasks.
2.23.2 Principles
Maintenance organisation should ensure that no person is required to carry out and inspect in relation to a
maintenance task involving some element of disassembly/reassembly of several aircraft components of the
same time fitted to more than one system on the same aircraft during a particular maintenance check in
order to minimise rare possibility of an error being repeated whereby the identical aircraft components are
not reassembled thereby compromising more than one system.
When one person will carry out these same tasks then work card/ worksheet should include an additional
stage for re-inspection of the work by this person or the other person (Duplicate inspection or double
control) after completion off all same tasks. For critical tasks the double control is performed by cat B1/B2
certifying staff. In order to determine the work items to be considered, the following tasks should primarily
be reviewed for their criticality:
Installation, rigging and adjustment of flight controls;

Installation of aircraft engines.
Full details are to be found in the Line Maintenance Procedure, LMP-02, (APPENDIX 3 MOE).
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REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES
Specific maintenance procedures are provided to guide all maintenance personnel when performing the
following tasks:
Engine running procedures
Aircraft pressure running procedures
Aircraft towing, push back and parking procedures

Engine running:
Full details are to be found in the Line Maintenance Procedure, LMP-07.
Aircraft pressure run:
Aircraft push back, towing and parking:
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PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS
2.25.1 General
It is the required of Part-145.A.65 to detect and rectify maintenance errors that could , as minimum, result
in a failure, malfunction or defect endangering the safe operation of the aircraft if not performed properly.
The aim of this chapter is to identify the factors contributing to incidents and to make the system resistant
to similar errors.
2.25.2 Principles/Procedure
The maintenance error detection can be carried out by different means:
By the observation of the error by the maintenance personnel themselves; free reporting to the shift
leader who informs the QAM. The QAM analyses the information and initiates the corresponding
corrective action. He manages a feedback of the analyse to the personnel.
For reporting, evaluating and rectifying of Maintenance Errors may be used Maintenance Error Report
Form (A9/ENG/037). Maintenance personnel by themselves or shift leader (or other managers) receiving
information about maintenance errors can complete report form with details known of them and inform QA.
For reporting may be used voluntary information box. Quality Assurance with relevant department will
evaluate the maintenance error and initiate the corresponding corrective action.
By the controls carried out on the maintenance tasks;

By means of quality audits carried out.
The QAM retains all elements related to the Maintenance errors in a computerised file MAINTENANCE
ERRORS. He can eventually take some of these elements to improve the human factors continuation
training.
All personnel involved in maintenance activities and maintenance support duties are concerned by
reporting to QAM any safety related occurrence. And all these personnel should have human factors
training (MOE 3.13).
Primarily the following maintenance tasks are reviewed to assess their impact on safety:
Installation, rigging and adjustment of flight controls;

Installation of aircraft engines.
But additional information is also processed, such as:
Previous experiences of maintenance errors, depending on the consequence of the failure;

Information arising from the Occurrence reporting system.
In order to prevent omissions, every maintenance task or group of tasks are signed off only after their
completion. Work by unauthorised personnel should be checked by authorised personnel before they sign
off.
Critical tasks are signed off by two authorised personnel (Duplicate inspection required).
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SHIFT/TASK HANDOVER PROCEDURE
2.26.1 General
When it is required to handover continuation or completion of maintenance tasks for reasons of a shift or
personnel change over, relevant information should be adequately communicated between outgoing and
incoming personnel . (Part-145.A.47(C)).
2.26.2 Principles
The primary objective of the handover information is to ensure effective communication at the point of
handing over the continuation or completion of maintenance actions.
Effective task and shift handover depends on three basic elements:
The outgoing persons ability to understand and communicate the important elements of the job or
task being passed over to the incoming person.
The incoming persons ability to understand and assimilate the information being provided by the
outgoing person.
A formalised process for exchanging information (by speaking and writing) between outgoing and
incoming persons and a 30 minutes shift overlap is managed for such exchanges to take place.
MOE).
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PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA INACCURACIES AND

AMBIGUITIES, TO THE TYPE CERTIFICATE HOLDER
If some inaccuracies and ambiguities in the maintenance data are found during the maintenance process,
the QAM is informed verbally. Then the QAM completes a Quality Assurance Notice QAN (Form
A9/QAD/006) then he notifies the problem to the author of the maintenance data by e-mail. These
communications are retained into a computerised file DATA AMBIGUITIES until the type certificate holder
has clarified the issue.
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PRODUCTION PLANNING PROCEDURES
2.28.1 General
It is the requirement of Part 145.A.47 (a)(b), that the maintenance organisation shall have a system
appropriate to the amount and complexity of work to plan the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities in order to ensure the safe completion of the
maintenance work.
The planning of maintenance tasks, and the organising of shifts, shall take into account human
performance limitations.
2.28.2 Principles
For the purpose of Part 145, the production planning function includes two complementary
elements:
Scheduling maintenance work ahead, to ensure that it will not adversely interfere with other work
as regard the availability of all necessary personnel, tools, equipment, material, maintenance data
and facilities.
During maintenance work, organising maintenance teams and shifts and provide all necessary
support to ensure the completion of maintenance without undue time pressure.
During production planning, consideration should be given to the following:

Logistics,
Inventory control,
Accommodation,
Man-hours estimation,
Man-hours availability,
Preparation of work,
Facilities availability,
Environmental conditions (access, lighting standards and cleanliness),
Co-ordination with suppliers,
Scheduling of safety-critical tasks during periods when staff are likely to be most alert.
2.28.3 Procedure
The Production-Planning & MCC verifies the capability of MO to perform the work (scope of works) and
plans for the necessary personnel (cf. paragraph 2.22), facilities, materials, equipments, and maintenance
data in order to ensure the safe completion of the maintenance work. The planning takes into account
human performance limitations, the safety consideration and the working environment.
The Production-Planning & MCC support the production by preparation of work (elaboration of work
package elated to the work order with integration of necessary job cards, maintenance documentation for
recording, etc.) It looks at the availability of tools, equipments and materials with the accurate anticipation
to avoid delay and/or deferral of items.
The production-Planning & MCC is responsible for organization and coordination with the Operator and
eventual subcontractors.
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FUEL SYSTEMS AIRWORTHINESS LIMITATIONS
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AND CDCCL MANAGEMENT.
General.
Fuel System Airworthiness Limitation Items (AWLs) are mandatory maintenance actions required to ensure
that unsafe conditions identified by the SFAR 88 safety review do not occur or are not introduced into the
fuel tank system as a result of configuration changes, repairs, alterations, or deficiencies in the
maintenance program throughout the operational life of the airplane.
An AWL may be:
an Airworthiness Limitation Instruction (ALI) or a Critical Design Configuration Control Limitation (CDCCL).
2.29.1 Principles.
Critical Design Configuration Control Limitations (CDCCL)
Design features that are CDCCLs are defined and controlled by Special Federal AviationRegulation
(SFAR) 88, and can be found in Airworthiness Limitations (AWL) and Certification Maintenance
Requirements (CMR) document, D6-38278-CMR.
CDCCLs are a means of identifying certain design configuration features intended to preclude a fuel tank
ignition source for the operational life of the airplane. CDCCLs are mandatory and cannot be changed or
deleted without the approval of the FAA office that is responsible for the airplane model Type Certificate, or
applicable regulatory agency. A critical fuel tank ignition source prevention feature may exist in the fuel
system and its related installation or in systems that, if a failure condition were to develop, could interact
with the fuel system in such a way that an unsafe condition would develop without this limitation.
CDCCL identified areas of the AMM where substitution of practices, procedures, material and tooling are
not allowed without written permission from the manufacturer or engineering department who would most
likely get the deviation authority from manufacturer.
All occurrences of CDCCLs found in the AMM are identified by this note after each applicable CDCCL
design feature:
NOTE: CDCCL - Refer to the task: Airworthiness Limitation Precautions, TASK 28-00-00-912-069, for
important information on Critical Design Configuration Control Limitations (CDCCLs).
CDCCLs involve design aspects such as wire separation, explosion-proof features of a fuel pump,
maintenance intervals for transient suppression devices, fuel quantity indication system (FQIS) wiring,
minimum bonding jumper resistance levels, and so forth.
Any maintenance actions or subsequent changes to the design must not degrade the safety level of the
original design over the operational life of the airplane. STC wiring installed adjacent to original design
wiring may well be categorized as safety critical under the CDCCL aegis. All fuel pumps become critical
items, as are fuel pump wiring and fuel pump circuit protection devices.
Strict adherence to configuration, methods, techniques, and practices as prescribed is required to ensure
the CDCCL is complied with. Any use of parts, methods, techniques or practices not contained in the
applicable CDCCL must be approved by the FAA office that is responsible for the airplane model Type
Certificate, or applicable regulatory agency.
Any modification of maintenance Instructions linked to CDCCL is an aircraft modification to be approved
i.a.w. Part-21.
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2.29.2 Procedure.
The Engineer Manager checks and verifies the CDCCL linked Task (Job) cards for correct identification. All
Task cards have to contain stamped word CDCCL and notes and warnings.
WARNING: OBEY THE MANUFACTURERS PROCEDURES WHEN YOU DO MAINTENANCE

THAT HAS AN EFFECT ON A CDCCL. IF YOU DO NOT OBEY THE PROCEDURES,
IT CAN INCREASE THE RISK OF A SOURCE OF FUEL TANK IGNITION. INJURIES
TO PERSONNEL, AND DAMAGE TO EQUIPMENT CAN OCCUR IF THERE IS A FIRE
OR EXPLOSION.
The Production-Planning & MCC support verify the capability of MO to perform the CDCCL linked Tasks
and plans for the necessary personnel, facilities, materials, equipments, and maintenance data in order to
ensure the safe completion of the maintenance work. The planning takes into account human performance
limitations, the safety consideration and the working environment.
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PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

CONTENTS
Chapter Title
Page
L2.1
LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS,

EQUIPMENT ETC.
L2.2
LINE MAINTENANCE PROCEDURES RELATED TO SERVICING /

FUELLING/DE-ICING ETC
L2.2.1
Servicing
L2.2.2
Control of Aircraft Fuelling- Quantity/Quality
L2.2.3
Control of Snow, Ice, Dust & Sand Contamination to a Controlled Standard
LINE MAINTENANCE CONTROL OF DEFECTS & REPETATIVE DEFECTS
L2.3.1
Acceptable Deferred Defects
L2.3.2
Control of Repetitive Defects
L2.4
LINE PROCEDURE FOR COMPLETION OF TECHNICAL LOG
L2.5
LINE PROCEDURE FOR POOLED PARTS & LOAN PARTS
10
L2.6
LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM

AIRCRAFT
11
L2.7
LINE PROCEDURE FOR THE CONTROL OF CRITICAL TASKS
12
L2.3
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LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS, EQUIPMENT ETC.
Georgian Airways Maintenance Organisation performs line maintenance in the line stations where Airline
Georgian Airways operates its Aircrafts and line maintenance control of aircraft components, tools,
equipment etc is performed in accordance with the MOE 2.2; 2.3; 2.4; 2.5; 2.6; 2.19; 2.20 and associated
procedures: PMP-02; PMP-03; PMP-04; PMP-05; PMP-06; PMP-08 and LMP-03.
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L2.2
LINE MAINTENANCE PROCEDURES RELATED TO SERVICING/FUELLING/ DE-ICING
L2.2.1
Servicing
ETC.
L2.2.1.1 Hydraulic Fluid Servicing

Detailed procedures for hydraulic servicing/replenishment are contained in the specific aircraft maintenance
manuals.
The following procedures are general precautions to be followed by maintenance personnel to ensure there
are no injuries to staff or damage to aircraft or equipment.
It is imperative to ensure that the correct hydraulic fluid is used when replenishing an aircraft hydraulic
system.
The maintenance personnel must only use hydraulic fluid issued from consumable stores and in containers
with correct labels certifying the oil specification and that it is in date. Opened, partly used cans must not be
used.
Hydraulic fluid is both corrosive to aircraft surface finishes and structures and can cause serious injury to
personnel.
All hydraulic fluid spillages/leaks must be immediately cleansed and any protective treatments applied in
the spillage area must be reinstated as soon as possible.
Maintenance personnel getting hydraulic fluid on the skin are to flush the skin with water.
If fluid enters the eyes it must be flushed with clean water and obtain immediate medical aid.
Inform medical personnel of properties/make up fluid.
When replenishing hydraulic reservoirs the attending maintenance personnel must first check the aircraft
accumulator pressures iaw the AMM. It is possible to overfill or underfill reservoirs/systems, which could
result in damage to the hydraulic system components.
L2.2.1.2 Engine Oil Servicing/Replenishment
As with hydraulic oil, engine oil can be harmful to personnel and damage aircraft components/equipment if
misused. Opened, partly used cans must not be used.
Maintenance personnel must consult the relevant Aircraft Maintenance Manual (AMM) to ensure the
correct specification and quantities are used, and that the correct servicing procedures are followed.
Overfilling of the system is detrimental to the operation of the engine.
Engine oil is toxic if allowed to be in contact with the skin for long periods. Engine oil must be removed with
detergent and water from the skin. If oil enters the eyes or mouth, immediate medical aid must be
obtained. Medical personnel must be made aware of the chemical properties of the fluid.
Engine oil is very corrosive and will damage rubber seals, paint and protective finishes. It is important to
clean up engine oil spillages with a detergent/water solution. Extreme care must be taken to ensure
alkaline cleaning fluids do not contact engine oil, as alkaline solutions break down the lubrication properties
and will result in engine damage.
Maintenance personnel are also warned of the danger of severe burns to the skin whilst
servicing/replenishing engine oil systems due to the heat generated by the engine operation.
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L2.2.1.3 Gaseous Servicing

Detailed servicing/maintenance procedures are contained in the relevant AMM, which must be consulted
before carrying out any task on the aircraft gaseous systems.
The following procedures are general precautions to be observed to prevent injury to staff or damage to the
aircraft systems.
L2.2.1.4 Landing Gear Shock Struts
When working on the vicinity of wheel bays and undercarriage doors the undercarriage locks and the door
locks must be installed, if specified in the AMM.
When deflating or inflating aircraft shock struts the wing tips, and fuselage will move up or down, therefore
care must be taken to ensure no ground equipment or personnel are under the wing areas and fuselage.
If replenishing a shock strut with oil, the specified oil shown on the shock strut data plate and in the AMM
must be used to prevent damage to the seals etc.,
All equipment, including hose lines, pressure connections and indicator/inflation adapters, must be checked
for damage; holes etc., and are fully serviceable.
Any pressure indicating gauges must have a serviceable label and the calibration record be in date and
free of any obvious damage.
L2.2.1.5 Landing Gear Tyres
A calibrated gauge with an approved dial must be used to check aircraft tyre pressures.
Nitrogen is the preferred gas for tyre inflation, although air may be used in certain circumstances if Nitrogen
is temporarily unavailable, to the maximum percentage detailed in the AMM.
If Nitrogen is not available and compressed air is used to inflate a tyre, a Technical Log entry is required
recording the details and the particular tyre noted as needing to be correctly serviced at the earliest
convenience but no later than 25 flight hours.
The specific Aircraft Maintenance Manuals should be consulted for the correct inflation data.
L2.2.1.6 Aircraft Accumulators
The aircraft hydraulic system accumulators are filled with dry Nitrogen, unless an alternative
medium is specified in the specific aircraft manual.
If access to accumulators is within wheel bays undercarriage locks and door locks must be installed before
work is carried out.
Before replenishing accumulators it is necessary to release the relevant hydraulic system pressure.
Personnel must be aware that certain aircraft control surfaces may move when pressurising or
depressurising a hydraulic system, therefore equipment and personnel must be kept clear from these
areas.
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L2.2.1.7 Oxygen Servicing

Oxygen is an extremely volatile medium. When servicing or changing Oxygen system component
maintenance personnel must be aware of all safety procedures associated with these tasks.
The following precautions are for general information. Specific aircraft data can be found in the AMM.
Keep Oxygen away from sources of ignition heat, sparks, flame etc.
Do not let Oxygen mix with other gases, fumes or flammable materials.
Ensure hands, clothing, tools, the area and the equipment is all clean. They must be free of all
petroleum, oil and grease, hydraulic fluid and dirt.
Open all valves slowly.
Do not use lubricants on threads or fittings.
Do not allow hoses or end fittings to touch the ground or surfaces that are not clean.
L2.2.2 Control of Aircraft Fuelling Quantity/Quality.

The overall responsibility for the correct type quality and quantity of fuel delivered to Georgian Airways
aircraft, in accordance with the approved procedures remains with the operator. This responsibility
includes ensuring that the contracted Fuel Company is approved to supply and deliver fuel to aircraft in
accordance with Authority requirements. Individual responsibility for the correct fuel type/quantity/quality as
delivered to the aircraft is vested in the Captain of the aircraft for the intended flight.
In general the refuelling requirements on Georgian Airways aircraft is carried out by contracted fuel supply
companies and their own company procedures. The contracted maintenance organisation Ground
personnel, Georgian Airways maintenance personnel or Flight Crew member monitors the refuelling
operations by contracted agents. They must ensure that compliance with procedures are being adhered to,
that the fuel bowser is bonded to the aircraft and that the (supply) has been checked free of water and
other contaminants (by sampling) that the correct fuel load is uplifted according to the aircraft Fuel loading
displacement charts and the relevant fuel. Caps/dipsticks/panels are securely replaced on completion.
A record in the aircraft Flight Log of the fuel quantity uplifted and the total amount on board aircraft must be
made and certified by Pilot in Command (PIC) according delivery Certificate signed by approved personnel.
Water contamination checks should be made on the aircraft in accordance with Maintenance Programme
requirements.
Any discrepancy observed, damage sustained or excessive contamination from supplier etc., must be
reported using the QAM.
The accomplishment of all ground refuelling operations and their associated procedures will be subject to
Quality audit surveillance.
Full details are to be found in the Line Maintenance Procedure, LMP-04 (Appendix 3 MOE).
L2.2.3
Control o f Snow, Ice, Dust & Sand Contamination to a Controlled Standard.
L2.2.3.1 Introduction.
The overall responsibility for the control/removal of snow, ice, dust and sand contamination to unapproved
standard from Georgian Airways aircraft, prior to departure of the intended flight, in accordance with the
approved procedures remains with the Operator. This responsibility includes ensuring that the contracted
company is approved to carry out the de-icing/anti-icing of the aircraft in accordance with the regulations.
The control of snow, ice, dust and sand contamination before flight is the responsibility of the pilot. He/she
will take whatever steps they consider necessary to ensure the aircraft is free from such contamination
before flight.
L2.2.3.2 Snow and Ice Contamination
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In general the control of snow and ice requirements on Georgian Airways aircraft during cold weather
conditions is carried out by Georgian Airways maintenance personnel with own procedures at TBS station
or at TBS and other station contracted approved maintenance/handling companies with their own company
procedures.
The approved ground personnel or flight crewmember is to monitor the de-icing/anti-icing operations by
contracted agents. They must ensure that compliance with procedures is being adhered to, that the
aeroplane is satisfactorily cleared of snow and ice according to the conditions prevailing, that a certificate is
issued from the de-icing company stating fluids used, the type of mix and the start and stop times of the
operation. Compliance with the correct holdover times is of particular importance.
A record in the aircraft Technical Log Book of the de-icing/anti-icing operation in accordance with the
certificate supplied must be made and certified by an approved person. The certificate must be retained for
record purposes.
If the aircraft is delayed in its departure for its intended flight the aeroplane may need to be de-iced/antiiced again. In all cases a contact monitor for the re-accumulation of snow or ice must be carried out.
Any discrepancy observed, damaged sustained or non-compliance with procedures must be reported to
QAM using the Mandatory Occurrence Reporting (MOR).
The accomplishment of all ground de-icing/anti-icing operations and their associated procedures will be
subject to Quality audit surveillance.
L2.2.3.3 Dust and Sand Contamination
Contamination can be caused by strong winds, engine jet exhausts, landing on dusty airstrips etc.,
accumulations could build up e.g. flap and flying controls recesses, inlet ducts, engine intakes, compressor
fan blades, wheel bays, pitot/static vents etc.,
An entry in the Technical Log of the conditions and the actions taken must be made for the attention of
Technical Records.
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LINE MAINTENANCE CONTROL OF DEFECTS & REPETITIVE DEFECTS
L2.3.1 Acceptable Deferred Defects

Acceptable Deferred Defects (ADD) and Cabin Deferred Defects (CDD) are raised as a result of defects
reported or discovered which, for whatever reason, cannot be rectified immediately. These defects are
considered to be acceptable deficiencies to the normal configuration of the aircraft, as defined in the
Minimum Equipment List (MEL) and Configuration Deviation List (CDL) approved by the Authority and
carried on each aircraft. They must be certified as such when being raised and particular attention must be
paid to any operational impact the deferral may have and any additional maintenance requirements that
may be required, both being defined in the MEL. Once raised, the ADD/CDD must be controlled to ensure
they are rectified as soon as is practicable but not exceeding their lime limit, some time limits being
imposed by the authority.
Acceptable Deferred Defects (ADD) and Cabin Deferred Defects (CDD) must be transferred from Technical
Log Book (TLB) and/or Cabin Log Book (CLB) to Hold Item List (HIL), which is part of Georgian Airways
Technical Log System by certifying maintenance staff. Responsible for this is the shift leader.
Once recorded the shift leader enters details defect description and time limit for this inoperative, according
Minimum Equipment List (MEL) or Configuration Deviation List (CDL).
Any arrangements for manpower and additional information if required are to be made to enable the defect
to be rectified. And once obtained the part, the maintenance department is informed that all spares required
are available to rectify the ADD/CDD.
The HIL must to be reviewed daily by the shift leader during maintenance, to ensure all ADD/CDD entries
are accounted and that any cleared have been signed and closed. At this time the shift leader must check
to ensure that no ADD s/CDD s have exceeded the time limit assigned to them. He must also check the
progress of the incoming spares to alert these present at the morning meeting to any potential problems.
Once parts are available to rectify an ADD/CDD, the planning department with the production planning
must review the flying programme to assess the most convenient and expeditious time in which to carry out
the work required. This may involve some alteration to the flying programme, which must be discussed and
arranged with operations. When a particular ADD/CDD has been cleared the record relating to it can be
cleared.
L2.3.2 Control of Repetitive Defects
Certain defects, which occur on the Line, may require more than one attempt of trouble shooting and
rectification before they are satisfactorily cleared. These repetitive defects may be caused by poor
information leading to the wrong component being replaced, they may be as a result of more than one fault
or they may be intermittent and difficult to trace. In these situations it is most important that good records
exist of all maintenance actions which have been carried out and that any investigation is controlled and
well reported.
Not all repetitive defects need additional methods of control adding to the rectification process, some may
be as a result of the wrong LRU being replaced and will be rectified at the next opportunity following a
subsequent report. These types of defects can be adequately controlled on the line, usually at Certifying
Staff level. *
In situations where a defect fails to be rectified at the first attempt and no obvious mistake in identifying the
initial problem can be found, the Trouble Shooting Guide for the aircraft must be consulted, if available to
establish a, line of enquiry' into the defect. Reference to the steps carried out must be made in the technical
log and the results of the findings must be clearly noted to allow the defect to be progressed at the next
opportunity without revisiting work previously carried out. Details are also to be entered in the SMR (shift
maintenance report) so that following shifts can pre-plan the next stage.
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* In order to exclude the wrong LRU replacement, generally for troubleshooting it is allowed to perform
cross/interchange of parts between A/Cs.
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LINE PROCEDURE FOR COMPLETION OF TECHNICAL LOG
The Technical Log in use with Airline Georgian Airways is designed to allow recording of Total Aircraft
Hour (TAH) and Total Aircraft Cycle (TAC) flight times and cycles, defects, malfunctions, and maintenance
performed on the aircraft to which it applies whilst the aircraft is operating between scheduled maintenance
inspections.
Each aircraft is required to carry a Technical Log. Each log page will be completed by the relevant flight
crew and maintenance personnel and will represent an immediate reflection of the serviceability state of the
aircraft to which it relates.
Georgian Airways MO will use the instructions of contracted operators for completion of their technical log
system. Maintenance personnel should be trained for correct completion of operators technical log.
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LINE PROCEDURE FOR POOLED PARTS & LOANED PARTS
POOLED PARTS
The procedure used by the line maintenance personnel to obtain an aircraft component from the spare pool
inventory to which Georgian Airways has access is defined in pool parts list which are issued by Logistic
department
This procedure defines:
How to obtain equipment from pool inventory,

The completion of document related to the use of spares from the pool inventory,
The disposition to be applied for the unserviceable parts removed from A/C and which
must be returned to the repair process,
The information to the different offices or department that are responsible for administration of
pooled parts.
LOAN PARTS
All transaction on loaning parts from another company shall be submitted to Logistic department for
approval and request processing. Logistic department shall make sure that a loan order is issued
containing all necessary technical and commercial details.
All transaction on loaning parts to another company shall be submitted to the Logistic department.
The loan period is limited to the repair period of such component or part.
All incoming loan parts will be subject to the parts receiving procedure.
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LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM AIRCRAFT
All unserviceable components removed from aircraft are to be processed from the line maintenance and
through the store at the earliest opportunity. This will enable overhaul/repair to be expedited and the part
returned to service.
All components removed from an aircraft during maintenance are to be treated with the utmost care
whether or not they are serviceable. The correct labels are to be attached at the earliest opportunity and
blanks fitted to prevent contamination of the component or spillage of fluids. It is imperative that all labels
are adequately attached and correctly completed.
Full details are to be found in the Line Maintenance Procedure, LMP-03 (Appendix 3 MOE) and
Procurement Materials Procedure, PMP-08 (Appendix 4 MOE). Also refer to 2.19 and 2.20.
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LINE PROCEDURE FOR THE CONTROL OF CRITICAL TASKS
It is the required of Part-145.A.65 (b){3} in order to minimise the risk of multiple errors and capture errors
on critical systems should be established procedures to identify and control of critical tasks.
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PART II
PART 3
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QUALITY SYSTEM PROCEDURES
CONTENTS
Chapter Title
Page
3.1
QUALITY AUDIT OF ORGANISATION PROCEDURES
3.2
QUALITY AUDIT OF AIRCRAFT
3.3
QUALITY AUDIT REMEDIAL ACTION PROCEDURE
3.4
CERTIFYING STAFF QUALIFICATION & TRAINING PROCEDURE
3.5
CERTIFYING STAFF RECORDS
3.6
3.7
QUALIFYING INSPECTORS
10
3.8
QUALIFYING MECHANICS
11
3.9
AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASK EXEMPTION

PROCESS CONTROL
12
3.10
CONCESSION CONTROL FOR DEVIATION FROM ORGANISATION

PROCEDURES
13
3.11
QUALIFICATION PROCEDURE FOR SPECIALISED ACTIVITIES SUCH AS

NDT, WELDING ETC
14
3.12
CONTROL OF MANUFACTURERS AND OTHER MAINTENANCE WORKING

TEAMS
15
3.13
HUMAN FACTORS TRAINING PROCEDURE
16
3.14
FUEL TANK SAFETY TRAINING PROCEDURE
17
3.15
COMPETENCE ASSESSMENT OF PERSONNEL
18
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Audit reports must be issued and presented timely, understandable, objective and constructive to audited
department.
The report shall include at least:
Activities and areas audited
Nonconformities and deficiencies found
Findings are categorized into 3 groups as follows: level 1 represents major non-compliance, level 2
represents minor non-compliance and level 3 represents recommendation and observation.
Corrective actions required and time limit.
NOTE: The Accountable Manager must be immediately informed in cases of level 1 finding or where
The documentation of quality audits must be retained for a period at least 2 years.
Full details are to be found in the Quality Assurance Procedure, QAP-01, (APPENDIX 1 MOE).
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PART II
3.2
QUALITY AUDIT OF AIRCRAFT
3.2.1
General
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The purpose is to ensure a safe and efficient operation and that in-service aircraft are in a satisfactory
condition and all airworthiness standards are being constantly maintained. It is achieved by means of audit
sample check one product (aircraft) on each product (aircraft) line every 12 months as a demonstration of
the effectiveness of maintenance procedure compliance. Quality audit of aircraft is one of the parts of
quality system.
3.2.2
Principles
The product (aircraft) audit monitors that aircraft/service to be delivered to customers or provided for
service and the respective activities are in accordance with the given specifications and all activities are
executed with respect to the approved procedures.
The sample check of a product (aircraft) means to witness any relevant testing and visually inspect the
product (aircraft) and associated documentation. The sample check should not involve repeat disassembly
or testing unless the sample check identifies findings requiring such actions.
In case there is some finding, it is recommended that to be performed audit of maintenance procedures
and requirements associated with the relevant finding, to ensure that the end result should be an airworthy
aircraft.
The aircraft audits will be carried out by competent personnel from department/section not responsible for
line maintenance of aircraft under the control of the Quality Assurance Manager.
The quality audit of aircraft must be included in the annual (12 months) audit plan, but unscheduled audits
may be carried out. These unscheduled audits may be initiated by the QAM, The Accountable Manager or
other management personnel.
Audit reports must be issued and presented timely, understandable, objective and constructive to relevant
department.
The report shall include at least:
Activities and areas audited
Non-conformities and deficiencies found
Findings are categorized into 3 groups as follows: level 1 represents major non-compliance, level 2
represents minor non-compliance and level 3 represents recommendation and observation
Corrective actions required and time limit
NOTE: The Accountable Manager must be immediately informed in cases of level 1 finding or where
The documentation of quality audits must be retained for a period at least 2 years.
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3.3
QUALITY AUDIT REMEDIAL ACTION PROCEDURE
3.3.1
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The purpose of this procedure is to ensure that all findings resulting from the independent quality audits of
the organization and products are properly investigated and corrected in a timely manner and to enable
The Accountable Manager to be kept informed of any safety issues and the extent of compliance with Part145.
3.3.2
Principles
An essential element of the quality system is the quality feedback system.

The independent quality audit reports, with corrective action request will be sent to the relevant
department(s) for rectification actions, giving target rectification dates. Rectification dates will be discussed
with such department(s) before the quality assurance manager or nominated quality auditor confirms such
dates in the report. The relevant department(s) is required to rectify findings and inform the quality
assurance department of such rectification.
In case of level 1 findings rectification must be made immediately.
The Quality Assurance Manager will have regular meetings with The Accountable Manager after
performing quality audits. Technical Director and other management staff on demand should attend these
meetings. During meetings will be discussed audit reports and progress of corrective actions against nonconformities. QAM will issue Meeting Minutes info.
NOTE: The Accountable manager must be immediately informed in cases of level 1 finding or where
The documentation of quality audit and quality feedback/corrective action follow up system should be
retained for a period of at least 2 years.
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3.4
CERTIFYING STAFF QUALIFICATION AND TRAINING PROCEDURE
3.4.1
General
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It is the requirements of Part-145.A.30, and Part-145.A.35 that approved maintenance organization must
have appropriately qualified certifying staff for issue of certificates of release to service (CRS).
Approved MO should issue a certification of authorization that clearly specifies the scope and limits of such
authorization to certifying staff on behalf of the maintenance organization, when satisfied that such staff is
in compliance with the legal requirements as applicable. Continued validity of the authorization is
dependent upon continued compliance with legal requirements as applicable.
3.4.2
Principles
3.4.2.1
Certifying staff qualification
Certificates of release to service shall issue on behalf of Georgian Airways maintenance organization by
maintenance personnel specifically authorized by the QAM according approved procedures.
Authorizations granted will be limited and controlled to meet the companys aircraft maintenance
requirements and issued to individuals meeting the required basic qualifications, the necessary type/task
training and achieved the required standard.
The minimum requirements for the granting of Georgian Airways MO authorization are:
Be aged 21 years or over

Have a relevant special basic knowledge.
Be the holder of either:
- A valid Georgian CAA aircraft maintenance license.
- A valid Part-66 (JAR-66) category A, B1/B2 or C license.
- A valid ICAO type 2 aircraft maintenance license.
Have completed an approved course of theoretical/practical training relevant to the scope of
authorization.
Special task rating authorization may be issued to suitably qualified and experienced certifying staff,
providing they meet the relevant requirements.
Full details are to be found in the Quality Assurance Procedure, QAP-03, QAP-04, (APPENDIX 1
MOE).
3.4.2.2. Training
To fulfill the requirements of Part-145.A.35 maintenance organization should establish a system of training.
Training system includes:
Basic training
Human Factor Training. (HF)
Fuel Tank Safety Training. (FTS)
Continuation (recurrent) training
Note: Human Factors and Fuel Tank Safety Trainings are subjects of Continuation (recurrent)
Trainings and shell take place once in 2 years period.
Introduction training will comprise of an introduction to the company organization, procedures, forms used
and other regulations associated with the action of company.
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Basic training will comprise of special Basic technical training, practical/theoretical task oriented training,
type related theoretical training acc. ATA specification, and special task rating practical/theoretical training.
Continuation training is a two way process to ensure that certifying staff remain current in terms of
procedures, human factors, Fuel tank safety and technical knowledge and that approved MO receives
feedback on the adequacy of its procedures and maintenance instructions. Continuation training should
cover changes in relevant requirements such as Part-145, changes in organization procedures and the
modification standard of the products being maintained plus human factor issues identified from any
internal or external analysis of incidents.
It should also address instances where staff failed to follow procedures and the reasons why particular
procedures are not always followed. In many cases the continuation training will reinforce the need to
follow procedures and ensure that incomplete or incorrect procedures are identified to the company in
order that they can be corrected.
Continuation training shall take place at least every 24 months of sufficient duration and may be split into a
number of separate elements. Therefore sufficient duration should be related to relevant sources of
information available to the organization on human errors in maintenance. (See also MOE 3.13 Human
factors training procedure).
For Georgian Airways staff some courses and trainings will take place at the local technical center by
Georgian airways own MO organization.(Introduction, continuation, recurrent).
In case of group training the form A9/QA/023 Course Registration Form and Training Records with
Form A9/QA/024 Course Syllabus may be used. Those forms shell be reviewed and approved by QA
manager.
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3.5
CERTIFYING STAFF RECORDS
3.5.1
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It is the requirement of Part-145.A.35, that the approved maintenance organization must maintain a record
of all certifying staff, which must include details of any aircraft maintenance license hold, all training
completed and the scope of their certification authorization. The purpose of this procedure is to fulfill the
requirement mentioned above.
3.5.2
Principles
The following information should be kept on record in respect of each certifying person:
Name
Date of birth
Basic training
Type training
Experience
Qualification relevant to the approval
Scope of the authorization
Date of first issue of the authorization
Expire date of the authorization
Identification Number (PK No) of the authorization
CAA/JAA/ICAO AML number and issue date.
The summary of the records is shown on Certifying Staff Record (Form A9/QAD/008). The Certifying Staff
Records (Form No A9/QAD/008) and Certifying Staff Authorisation Control Register (Form No
A9/QAD/012) are kept by the Quality Assurance Manager.
Also in each certifying staff files are kept documents relating to the holders function, qualification, training,
authorization and experience:
Certificates of Basic Training (copy)

Certificates of type related courses (copy)
Georgian CAA/JAA/ICAO AML. (copy)
Application of authorization (Form A9/QAD/009)
Authorization processing report (Form A9/QAD/010)
Certificate of authorization (Form A9/QAD/011) (COPY)
Introduction training record as appropriate (Form A9/QAD/013)
Maintenance experience record as appropriate ( From/A9/QAD/014)
Special task rating authorization as appropriate (Form/A9/QAD/015)
Continuation training record and syllabus (Form/A9/QAD/ 017)
The records are controlled and kept by Quality Assurance Department to ensure that records can not be
altered in an unauthorized manner or that such confidential records become accessible to unauthorized
persons.
The Authorities are given access to the records.
The certifying staff is given access on request to their own records.
The Georgian Airways MO will keep the record for at least two years after the certifying person has ceased
employment with the organization or as soon as the authorization has been withdrawn. In addition, the
certifying staff should be furnished on request with a copy of their record on leaving the company.
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3.6
3.6.1
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The purpose of the quality audit personnel is to fulfill the requirement of Part-145.A.65 (c) to perform the
independent audits.
3.6.2
Principles
The independence of the audit should be established by always ensuring that audits are carried out by
personnel not responsible for the function, procedure or product being checked. In the small organization it
is acceptable to use competent personnel from one section/department not responsible for the production
function, procedure or product to audit the section/department that is responsible subject to the overall
planning and implementation being under the control of the Quality Manager.
The personnel required to carry out auditing tasks, must be experienced in the operational or maintenance
activities, have had appropriate Quality Audit training, Human factor training, Fuel Tank Safety (Phase I)
training and/or experience and have sufficient knowledge of the companys operational procedures and
activities.
For new Auditors the Human factor and Fuel safety Training (Phase I) has to be done within 6 months.
Refreshment training in Human Factor and Fuel safety Training (Phase II) are conducted once on 2 year
Period.
Initially Auditor should perform at least one audit together experienced Auditors before he/she will perform
audit independently. Also all Auditors should perform at least one audit during one year period otherwise
he/she will forfeit a right to perform audit without assistance.
Assessment of quality audit personnel is made by QAM in accordance with MOE 3.14.
Auditors will not have any day-to day involvement in the area of the operation or maintenance activity that
is to be audited. They will have freedom to access to all work areas, offices, files, records and personnel.
All staff involved in the audit process will receive appropriate training, including introduction to quality audit
system, audit techniques and the appropriate methods of reporting and recording. Refresher training will be
provided as required by the Quality Assurance Manager or a designated person with recognized
knowledge of the subject.
All documents and evidences of compliances Part-145 and MOE requirements (training certificates, MOE
procedures training, Human Factors training and Fuel Safety training, competence assessment, etc.) of
auditors should be retained in the auditors personnel file.
All quality audit personnel with the status of each auditor authorization (position, date of authorisation, limit
of authorisation, number of performed audits) are shown in the Quality Auditor List and Control Register
(Form A9/QAD/022).
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3.7
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QUALIFYING INSPECTORS
It is the company policy not to use separate qualifying inspectors.

The inspection function within Maintenance Organisation is carried out by either appropriately authorised
certifying staff or technicians:
Double control of critical tasks and closing of access are performed by appropriate certifying staff-for critical
tasks by supervisors (which are most experienced B1/B2 certifying staff) and/or category B1/B2 certifying
staff.
Certifying Staff who perform inspection functions must be able to ensure that the maintenance tasks they
are assigned to inspect are carried out according to the standard specified in the applicable approved data
and in compliance with the EASA Part-145 requirements.
All personnel who are authorized to carry out inspection function shall receive initial human factors training,
Fuel tank Safety (FTS) Phase I and Phase II Training and training on Organisation procedures relevant to
their job function including Required Inspection Item procedure.
Initial Training in Human Factors (HF) and Fuel Tank Safety (FTS) have to be done within 6 months for
new staff. Continues training for the above mentioned trainings has to be done one times in 2 Year period.
Refer to MOE 2.23
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QUALIFYING MECHANICS
Qualifying mechanics are those staff, which have received the appropriate training according MOE 3.4 and
QAP-05 and are authorized in accordance with MOE 3.4 and QAP-03, QAP-04.
The responsible department manager shall evaluate each new mechanics job skills to determine training
requirements.
To improve their qualifications, on the job training shall be conducted under the supervision and guidance
of experienced personnel.
On the job training and all other initial and continues trainings ( Human Factors (M9), Legislation (M10),
Fuel Tank safety (FTS),MOE procedures training, task oriented training and etc. ), including the
examinations, as applicable, must satisfactorily be documented. In some areas, special training may be
required.
When the mechanic has demonstrated his/her qualifications by on the job evaluation, he/she may be
assigned to carry out minor maintenance tasks and handling of aircraft works under the supervision of
licensed personnel.
Initial Training in Human Factors (HF) and Fuel Tank Safety (FTS) Phase I have to be done within 6
months and Phase II within 12 months for new staff joined with MO. Continues training for the above
mentioned trainings has to be done one times in 2 Year period.
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AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASK EXEMPTION PROCESS

CONTROL
This paragraph describes the procedures of the organisation towards exceptional authorisations related
maintenance tasks. It is special authorization and should be given by the competent authority, to deviate
from a requirement(s) established in the approved maintenance program.
Two cases must be taken into account:
1) Aircrafts belonging to Airline Georgian Airways
Approved maintenance program are defined by Engineering Department according to A/C manufacturer
manuals and Georgian CAA or the other competent authority (as applicable by aircraft registration) rules
and regulations.
If there is a need for additional concession to exceed specified conditions, Quality Assurance Manager
shall apply to Georgian CAA or the other competent authority (as applicable by aircraft registration) for
approval.
2) Aircrafts belonging to customer
The subject remains with customers responsibility. All requests established by Georgian Airways shall be
documented, signed and dated by Quality Assurance Manager and shall be submitted to the customer for
approval process.
The work shall be carried out only after having the approval signed by the competent authority concerned.
Quality Assurance Manager is responsible for the implementation of this procedure.
Both for Georgian Airways and customer aircraft, any concession shall be recorded in the maintenance
work file.
A concession must clearly state the duration and the limits.
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CONCESSION CONTROL FOR DEVIATION FROM ORGANISATIONS PROCEDURES
In the case that a procedure as described in the MOE cannot be adhered to, the person involved may
propose to deviate from that procedure. The proposed deviation must meet the following conditions:
The proposed alternative will guarantee an equivalent level of safety and quality.
The substitution of the request proves that the proposal to deviate is justified.
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QUALIFICATION PROCEDURE FOR SPECIALISED ACTIVITIES SUCH AS NDT, WELDING

ETC
This function is performed by the contracted Part-145 maintenance organization.
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CONTROL OF MANUFACTURERS AND OTHER MAINTENANCE WORKING TEAMS
There may be occasions when Georgian Airways require the assistance of a Manufacturers and other
working teams to action a task on the aircraft. If this is required Georgian Airways is to ensure that all work
carried out is adequately controlled and complies with the current airworthiness requirements and
maintenance practices to enable a Certificate of Release to Service to be issued.
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3.13
HUMAN FACTORS TRAINING PROCEDURE.
3.13.1
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It is the requirement of Part-145.A.30 (e) that competence of personnel involved in any maintenance,
management and/or quality audits must include an understanding of the application of human factors and
human performance issues appropriate to that persons function.
3.13. 2
Principles/Procedures
In respect to understanding of the application of human factors and human performance Issues, all
maintenance, management and quality audit personnel receive human factors initial and continuing
training. These concerns to a minimum:
Post-holders, managers, supervisors;

Certifying staff, technicians and mechanics;
Technical support personnel such as, planners, engineers, technical record staff;
Quality control/assurance staff;
Store department staff, purchasing department staff;
Contract staff in the above categories.
For new personnel initial training should be provided within 6 months of joining the maintenance
organization.
For personnel working at Georgian Airways maintenance organization, but inexperienced in human factors
knowledge, human factors training is performed in accordance with Commission Regulation (EC) No
2042/2003, article 7, paragraph 3 (c).
Human factors initial training is performed by approved training organization.
The purpose of human factors continuation training is primarily to ensure that staff remains current in terms
of human factors and also to collect feedback on human factors issues.
Human factors continuation training is an appropriate duration at least in each two (2) year period in
relation to relevant quality audit findings and other internal/external sources of information available to the
organization on human errors in maintenance, and shall be performed by approved training organization or
independent trainers or maintenance organization acceptable to the Competent Authority.
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3.14
3.14. 1
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FUEL TANK SAFETY (Phase I and PhaseII) TRAINING PROCEDURE

General
It is the requirement of Part-145.A.30 (e) that competence of personnel involved in any maintenance,
management and/or quality audits must include an understanding of the application of Fuel Tank Safety as
well as associated inspection standards and maintenance procedures. Especially technical Personnel
involved with the compliance of CDCCL tasks required Phase II training. All other personal Phase I is
essential.
3.14.2
Principles/Procedures
In respect to understanding of the application of Fuel Tank Safety Issues, all maintenance, management
and quality audit personnel receive Fuel Tank safety initial and continuing training. These concerns to a
minimum:
Post-holders, managers, supervisors;(Phase I)

Certifying staff, technicians and mechanics;(Phase II)
Technical support personnel such as, planners, engineers, technical record staff;(Phase I)
Quality control/assurance staff;(Phase I)
Store department staff, purchasing department staff;(Phase I)
Contract staff in the above categories.(Phase I)
For new personnel initial training should be provided within 6 months of joining the maintenance
organization. Upon completion of this training, the trainees shall:
be able to define fuel characteristics and know how to reduce the risks of a fuel tank explosion.
be able to find the way to get CDCCL warnings in most of the relevant documentations: AMM, ESPM,
CMM, SB, SIL, AD
have an understanding of new technologic aspects which may prevent fuel tank explosion.
For personnel working at Georgian Airways maintenance organization, but inexperienced in Fuel Tank
Safety knowledge, Fuel Tank Safety training is performed in accordance with Commission Regulation (EC)
No 2042/2003.
Fuel Tank Safety initial training is performed by approved training organization.
The purpose of Fuel tank safety continuation training is primarily to ensure that staff remains current in
terms of Fuel Tank Safety.
Fuel Tank Safety continuation training is an appropriate duration at least in each two (2) year period and
shall be performed by approved training organization or independent trainers or maintenance organization
acceptable to the Competent Authority.
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COMPETENCE ASSESMENT OF PERSONNEL
This paragraph applies to the whole personnel involved into the maintenance organization activities and
particularly the personnel working for the production support services shown in the maintenance
organization chart (MOE 1.5).
Each department manager, in cooperation with the QAM, establishes and performs Program for training,
assessment and authorization of these personnel.
The program is the following:
Introduction training including task oriented training as appropriate;

Assessment and Authorization of personnel;
Continuation training as appropriate.
For training, assessment and authorization of these personnel should be used Introduction training record
(Form A9/QAD/013) and Continuation training record and syllabus (Form/A9/QAD/ 017).
Each new member of personnel shall receive an introduction course (training) upon joining the company.
This training will include introduction training to the organization, procedures, forms used, health and safety
issues and other regulations of Georgian Airways MO. Also personnel must receive relevant task oriented
training as appropriate.
The accomplishment of such trainings should be recorded in the Form No A9/QAD/013 Introduction
Training Record with assessment relevant managers and acceptance by QAM.
MOE
Company procedures
Human Factor Training (HF)
Fuel Tank safety Training.(FTS)
Generally continuation training will take place every 24 months, but for some demands this period will be
reduced.
Season related training, health and safety issues, some company procedures and Aircraft/engine related in
service information will performed two times per year in the beginning of seasons.
To ensure that the requirements of the continuation training are valid and up to date, the quality Assurance
Manager will review the continuation training syllabus and periods.
course.
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PART II
PART 4
Part
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CONTENTS
Chapter Title
Page
4.1
4.2
OPERATOR PROCEDURES AND MAINTENANCE PAPERWORK
4.3
OPERATOR RECORD COMPLETION

PART II
4.1.
4.1.1
General
Part
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Revision
Date
4
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May 2009
This paragraph refers to the operators for which the GA MO provides maintenance services. Following list
shall contain all Operators having effective Contract with GA MO and shall list in detail the:
4.1.2
Name and address of contracted operator;

Scope and affectivity of the contract;
Description of interface procedures (if applicable);
Description of Operators Maintenance Management Exposition (if applicable).
Principles
Maintenance activities performed by Georgian Airways for operators should include maintenance tasks
covered by PART-145 (EASA 145.0166) approved scope of work of Georgian Airways Maintenance
Organisation (MOE 1.9) on Boeing Aircrafts and for CRJ Aircrafts in according with Georgian Airways
Maintenance Control Manual (MCM) approved by Georgian Aviation Authority. (Approval Certificate No:
087/10-T).
Technical Department:
Prepares and issues line maintenance contract;

Submits the contract to the Quality Assurance Department,
Quality Assurance Department:
Identifies type of maintenance performed for each customer;

Establishes specific procedure if necessary with the departments concerned;
Issues and revises list of operator (MCM,MOE) under contract;
The Line Maintenance contract for operator should be established according to IATA rules in the framework
of a Ground Handling Agreement.
In any case:
Maintenance will be performed according to a maintenance program and technical documentation

supplied by the operator which are responsible for their validity. Georgian Airways uses its own
technical documentation and work package if it is accepted formally by operator. The applicable
regulations are those of the registration country of the aircraft.
Training in accordance with the operator procedures are attended by Georgian Airways
Maintenance Personnel designated to perform maintenance on these aircraft if necessary.
The performance of the maintenance tasks shall be recorded and certified by Georgian Airways
personnel on the relevant document.
Any information recorded on Aircraft Maintenance Log Book (AMLB) shall follow operator
(Customer) procedures.
Any Certificate of Release to Service shall stipulate Georgian Airways PART-145 or 087/10-T
approval reference.
A review board shall be instituted consisting of all department managers involved in the maintenance
process to evaluate the needed requirements, and to check the Georgian Airways existing capabilities and
resources and to advise the Accountable Manager on additional resources, equipment etc. required to fulfil
the requirements of the contract.
Specific attention shall be given to the following points:
Maintenance work package identified in the work order;

Availability of approved data ( ADs, SBs, MM, SRM, WDM, etc.) including affectivity;
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Availability of Technical Log System;

Availability of the Aircraft hours, cycles, landings, etc.
Applicable specifications, airworthiness requirements;
Tooling and equipment identification and selection;
Technical requirements;
Personnel qualification and training;
Human resources requirements;
Environmental conditions;
Specific procedures to be applied;
Specific request of Authorities;
Suitable testing, inspection, examination and audit programs at appropriate stages.
In case of contract modification, the same review board shall verify that there have been no requirement
changes to the reviewed request and that all additional identified resources are hired or purchased in due
time.
In case of doubt a request shall be administrated to the Authority by the Quality Assurance Manager.
Note: Copy of the contracts shall be kept by Technical Director and relevant parts by Line
Maintenance Department.
4.1.2
List of contracted operators
1.
Turkish Airlines Inc.

Ataturk Airport, Yesilkoy
34830 Istanbul
Turkey
2.
ARMAVIA.
Airport Zvartnoc,
Yerevan,
Armenia.

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OPERATOR PROCEDURES AND PAPERWORK
The operator is responsible for the airworthiness of the aircraft/aircraft component. Georgian Airways is
responsible for the work performed by Maintenance Organisation.
Following this fact the customer work order should include:
Specific request from the operator according to its operational conditions,

Specific request from the airworthiness authorities of the country where the aircraft is registered,
All ADs and mandatory instructions directly applicable to the aircraft and aircraft component of the
operator considered,
All information concerning accomplishment of all maintenance in accordance with the approved
operator s airplane maintenance program,
Specific and optional modifications and repairs approved by the operator Authority,
Georgian Airways uses airworthiness data of operator (MM, WDM, SRM, etc.) including MEL and
CDL for releasing the aircraft,
Georgian Airways uses its own airworthiness data when agreed officially by the customer,
Georgian Airways performs maintenance on operator Aircraft in accordance with MOE procedures
except when specific procedures are identified and requested by the customer.
During the implementation of the maintenance program, if Georgian Airways has to deviate from a
disposition established in the approved maintenance documents (such as Maintenance manuals, etc.) all
request established by Georgian Airways must be forwarded to Aircraft Operator and to its Authority when
the airworthiness is concerned.
For maintenance Georgian Airways shall use operators approved data (Task cards and any other specific
documents). These documents shall be completed according to operators procedures.
Georgian Airways shall use its document only if it is accepted by the operator. In this case, Georgian
Airways shall use its own procedures for document completion.
For maintenance of aircrafts other (not Georgian Airways) contracted operators the customized
maintenance data, applicable revisions or temporary revisions should be provided by those operators on
hardcopy and/or CD via courier or company mail or by e-mail with corresponding documentation (revision
or amendment list).
The operators should send the maintenance data master (amendment) list at list two times per year by
company mail or e-mail. Georgian Airways Technical Librarian has to check available documents for
completeness and current revision according this maintenance data master (amendment) list and provide
Line Maintenance Department with data and master (amendment) list.
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OPERATOR RECORD COMPLETION
All detailed works performed and related approved data shall be recorded by Georgian Airways and shall
be kept in accordance with the contract at least 2 years.
At the end of the maintenance process Georgian Airways Maintenance Organisation shall issue a CRS and
maintenance statement.
MCM/MOE
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PART II
PART 5
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APPENDICES
CONTENTS
Chapter
5.1
Title
Page
SAMPLE DOCUMENTS
5.1.1
Forms
5.1.2
Labels
5.1.3
Stamps
5.2
LIST OF SUB-CONTRACTORS
5.3
LIST OF LINE MAINTENANCE LOCATIONS
5.4
LIST OF CONTRACTED PART-145 ORGANISATIONS
APPENDIX 1
1-19
APPENDIX 2
1-13
APPENDIX 3
LINE MAINTENANCE PROCEDURES
1-27
APPENDIX 4
PROCUREMENT AND MATERIAL PROCEDURES
1-33
APPENDIX 5
1-6
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5.1
SAMPLE DOCUMENTS
5.1.1
Forms
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5.1.1.1 General
Compliance with PART-145 requires the use of various forms. All forms must be approved by the Quality
Assurance Manager and prior to issue registered in the Forms Control Register (FCR).
Each form is a controlled document, and as such may only be amended by the appropriately authorised
personnel.
The Forms Control Register identifies each form-by-form number, issue number, and date of issue. The
relevant manager/post holder within the Georgian Airways organisation, as shown in the FCR controls the
issue of each form.
Only those personnel identified in FCR may amend a form. Prior to any amendment it may be necessary to
circulate details of any proposed changes to other departments within the organisation to ensure that all
considerations are taken into account.
The Forms Control Register is divided into three sections, which are as follows:
Section 1
Section 2
Section 3

Engineering
Inventory
QAD
ENG
INV
All form numbers are preceded with A9 (the two-letter code for Georgian Airways. The next three letters
represent an abbreviation of the department concerned. They are shown above. The following numbers
represent the unique form number, i.e. /001
Forms register lists and show all current forms in use by Georgian Airways MO, and issue details.
Copies of all forms shall only be issued from the Forms Control Register. It is the responsibility of the
appropriately authorised manager/post holder to ensure that only the latest issue is used.
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5.1.1.2 Forms control register

SECTION 1
QUALITY ASSURANCE DEPARTMENT FORMS

Issue &
Rev. No
Form No
Title
A9/QAD/001
A9/QAD/002
A9/QAD/003
A9/QAD/004
A9/QAD/005
A9/QAD/006
A9/QAD/007
A9/QAD/008
A9/QAD/009
A9/QAD/010
A9/QAD/011
Audit Check List, Assessment and Report

Quality Audit Status Report
Quality Audit Register
Quality Audit Announcement
Corrective Action Request
Quality Assurance Notice
Quality Assurance Notice Register
Certifying Staff Record
Application for Authorisation
Authorisation Processing Report
Certificate of Authorisation
Certifying Staff Authorisation Control Register
Introduction training Record
Maintenance experience record
Special Task Rating Authorisation
Program for Continuation Training
Continuation Training record & Syllabus
Request For a Variation to a Company
procedure
Proposal For the Issue /Amendment of a
Maintenance Procedure
Application for a Variation to the Aircraft
Maintenance Programme
List of Certifying Staff
Quality Auditor List and Control Register
Course Registration Form and Training Records
Course Syllabus
Aircraft Type Related Maintenance Training
Records
A9/QAD/012
A9/QAD/013
A9/QAD/014
A9/QAD/015
A9/QAD/016
A9/QAD/017
A9/QAD/018
A9/QAD/019
A9/QAD/020
A9/QAD/021
A9/QAD/022
A9/QAD/023
A9/QAD/024
A9/QAD/025
MCM/MOE
ISSUE 1
Responsible
Manager
Date
2/0
2/0
2/0
2/0
2/1
2/0
2/0
2/0
2/0
2/1
1/0
2/0
2/0
2/0
2/0
2/0
2/0
Oct 04
Oct 04
Oct 04
Oct 04
Jul 06
Oct 04
Oct 04
Oct 04
Oct 04
Jul 06
Feb 09
Oct 04
Oct 04
Oct 04
Oct 04
Oct 04
Oct 04
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
QAM
2/1
Jul 06
QAM
2/0
Oct 04
QAM
2/2
June 12
QAM
3/0
1/0
1/0
1/0
Dec 06
Jul 06
Dec 09
Dec 09
QAM
QAM
QAM
QAM
1/ 0
Aug 10
QAM
FEBRUARY 2009

PART II
SECTION 2
Issue &
Rev. No
Title
A9/ENG/001
Certificate of Release to Service

Non Routing Card
Cross/Inter Change Report
Warning (Hazard) Labels
Shift Maintenance Report
Ground Occurrence Report
Ground Occurrence Report Register
Technical Documentation Master List
Technical Revision Notification & Receipt Slip
Daily Shift Work Order
Maintenance Error Report
NRC Register
Damage Report
Mandatory Occurrence Report Register
Maintenance Summary Control Sheet
Destroyed Technical Documents Register
A9/ENG/024
A9/ENG/032
A9/ENG/033
A9/ENG/037
A9/ENG/038
A9/ENG/039
A9/ENG/040
A9/ENG/041
A9/ENG/042
A9/ENG/043
Note:
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ENGINEERING FORMS
Form No
A9/ENG/015
A9/ENG/016
A9/ENG/017
A9/ENG/019
A9/ENG/022
A9/ENG/023
Part
Page
Revision
Date
2/1
2/1
2/0
2/0
2/0
2/1
2/0
2/1
2/0
1/0
2/0
2/0
2/1
2/1
2/0
2/0
2/0
Responsible
Manager
Date
Dec 11
Feb 08
Oct 04
Oct 04
Oct 04
Jul 06
Oct 04
Feb 10
Oct 04
Nov 03
Oct 04
Oct 04
Jul 06
Jul 06
Oct 04
Oct 04
Oct 04
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
Forms A9/ENG/002 A9/ENG/006, A9/ENG/006 A9/ENG/014, A9/ENG/018, A9/ENG/020

A9/ENG/021, A9/ENG/025 A9/ENG/031, A9/ENG/034 A9/ENG/036 are airline (Operator)
Georgian Airways forms.
MCM/MOE
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PART II
SECTION 3
Form No
A9/INV/001
A9/INV/002
A9/INV/003
A9/INV/004
A9/INV/005
A9/INV/006
A9/INV/007
A9/INV/008
A9/INV/009
A9/INV/010
A9/INV/011
A9/INV/012
A9/INV/013
A9/INV/014
A9/INV/015
A9/INV/016
A9/INV/017
A9/INV/018
A9/INV/019
A9/INV/020
MCM/MOE
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INVENTORY FORMS
Issue &
Rev. No
Title
Supplier Evaluation Form
List of Approved Suppliers
Inspection Non Conformance Report
Non Conformance Label
Serviceable Tag
Tooling & Equipment Register
Tooling Shelf Life Control Register
Tooling Issue Register
Recertification Label
Purchase/Loan/Exchange Order
Lost Scrap Equipment Report
Tool Control
Standby Note-Recertification Label
Supplier Individual File
Parts / Material Request
ESD controlled area checklist
List of approved personnel for ESD controlled
area
Storage Requirements Register
Temperature/Humidity Control Register (Main
store)
Temperature/Humidity Control Register (Minor
store)
ISSUE 1
Responsible
Manager
Date
1/0
1/1
1/0
1/0
1/2
1/0
1/0
1/0
1/0
1/3
1/0
1/0
1/0
1/0
1/0
0/0
Nov 03
Aug 06
Nov 03
Nov 03
Aug 10
Nov 03
Nov 03
Nov 03
Nov 03
Aug 10
Nov 03
Nov 03
Nov 03
Nov 03
Nov 03
Mar 09
LM
LM
LM
LM
LM
LM
LM
LM
LM
LM
LM
LM
LM
LM
LM
LM
0/0
Mar 09
LM
1/0
Aug 10
1/0
Aug 10
LM
LM
1/0
Aug 10
LM
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Labels
Labels are treated in the same manner as forms and are recorded in the Forms Control Register, as they
are issued with an appropriate form number.
5.1.3
Stamps
All stamps must be issued by the Quality Assurance Manager after authorisation of maintenance
personnel.
Stamps and their issue are recorded in the Certifying Staff Authorisation Control Register, (Form No
A9/QAD/012).
Stamp Samples:
Inspection Stamps
GA
XXXX
MCM/MOE
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LIST OF SUB-CONTRACTORS
Georgian Airways Maintenance Organization arrange for maintenance of aircraft for which it is approved by
itself.
No another non Part-145 organizations, subcontractors are used.
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LIST OF LINE MAINTENANCE LOCATIONS
Georgian Airways Maintenance Organization maintains aircraft, for which it is approved only in the base
station as shown in Part 1.8.1
Line stations Airport
City
Country
TBS
Tbilisi
Georgia
BTI
Batumi
Georgia
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LIST OF CONTRACTED PART-145 ORGANISATIONS
Georgian Airways contracts certain Approved Part-145 Maintenance Organisations for the performance of
Line and Base maintenance on Boeing 737-300/400/500, CL-600-2B19 (CRJ 100/200 and Challenger
850), Gulfstream GIV-X (G450) and Cessna T206H aircrafts and engines, for the Aircraft Engines/APU
repairs and overhauls, parts and component repairs/overhauls and tools calibrations.
The list of the approved contracted Maintenance Organizations you can find MCM MME Part 3
Item 3.2 DETAILED LISTS OF MAINTENANCE PROVIDERS/CONTRACTORS.
MCM/MOE
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MCM/MOE- APPENDIX 1
QAP-01
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QUALITY AUDITS PROCEDURE
1.
INTRODUCTION
1.1
Requirement
It is requirement of Part 145.A.65 (c)(1) and Georgian Airways MO MOE to perform independent audits in
order to monitor compliance with required aircraft standards and adequacy of the procedures to ensure the
such procedures invoke good maintenance practices and airworthy of aircraft.
1.2
Purpose
The purpose of this procedure is to provide a guide line for planning, executing, reviewing, documenting
and reporting quality audits. The objective is to determine whether the existing quality system and related
results comply with the legal requirements and with the defined internal quality standards.
1.3
Responsibility.
The QAM is responsible for planning, executing, reviewing, documenting and reporting of quality audits and
corresponding observations.
2.
PROCEDURE
The QAM issues a quality audit plan and schedule, which shows each subject to be audited throughout the
year and exactly when the audit is planned to performed.
Audit plan and schedule should be signed by Quality Assurance Manager and Accountable Manager and
send to all departments. In case when planned audit can not be performed in time due to any
circumstances, QAM should revise the Audit plan and schedule accordingly and issue Quality Assurance
Notice (Form A9/QAD/006) in order to inform audited department about audit postponement.
Internal audits are scheduled at least once in 12 months. Audit of suppliers will be carried out on demand.
Audit check list assessment and report is the basis for any audit (Form No A9/QAD/001).
The auditee shall be informed prior the audit, if scheduled audits are due by Audit announcement (Form
No A9/QAD/004).
The observation should be assessed against the audit objectives, presented to the auditee, the conclusion
and common understanding of the assessment should be reached.
After completion of audit, auditor(s) will prepare Audit Report (Form No A9/QAD/001) and it will be
distributed to the audited department, to QAM, to maintenance director and in special circumstances to the
Accountable Manager. Each audit will be registered in Audit Register (A9/QAD/003).
All non-conformities observed during any of the auditing activities must be recorded in the audit report. The
Quality auditor and the responsible manager will then discuss the findings of the report and classify each
item for corrective action:
Level 1 - Any significant non-compliance with maintenance requirement, which could lower
maintenance standards and probably hazard an aircraft immediate action required.
Level 2 - Any non-compliance with maintenance requirement, which could lower maintenance
standards and possibly hazard an aircraft (3 months maximum timeframe for corrective action
implementation).
Level 3 - No corrective action required. Observation whose aim is to give information relative to
concerned date.
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The responsible manager should sign the non-conformities by way of acceptance.

NOTE. The Accountable Manager must be immediately informed in case of level 1 finding.
In case when corrective action is required will be raised corrective action request (Form No A9/QAD/005).
If non-conformities were corrected immediately (during audit), these findings will be recorded on the report
(A9/QAD/001) with indication that corrective actions have been performed immediately. In this case issue
of corrective action request (Form A9/QAD/005) is not necessary.
It is company policy to issue the Quality Assurance Notice (Form No A9/QAD/006) to give the necessary
information to maintenance management personnel.
Quality Assurance Notice (QAN) also provides in house advisory service for personnel involved in aircraft
maintenance.
The QA Department will raise a QAN with technical information. Figures and tables may be used to assist
text. The next sequential number will be allocated to the QAN, taken from the QAN register (Form No
A9/QAD/007) held in the front of the QAN file.
All quality Audit report (Form No A9/QAD/001) must be indicated in the quality audit status report (Form No
A9/QAD/002) with level of findings and status.
Re-audits will be done when major corrective actions are required.
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REMEDIAL (CORRECTIVE) ACTION PROCEDURE
1.
INTRODUCTION
1.1
Requirement
It is requirement of Part 145.A.65(c)(2) to establish a quality feedback system to ensure proper and timely
corrective action is taken in response to reports resulting from the audits.
1.2
Purpose
The purpose of this procedure is to provide the guideline to initiate, perform and monitor corrective
(Remedial) action.
1.3
Responsibility
It is the responsibilities of Quality Assurance Department (manager) to initiate and Monitor corrective
action. Audited department is responsible to perform corrective action.
2.
PROCEDURE
Any non-conformity observed during any audit must be recorded, corrected and reported in accordance
with relevant procedures.
For all non-conformity, which needs corrective actions, QAD with responsible department manager initiates
corrective action request (Form No A9/QAD/005) with time limit. The responsible manager should propose
the acceptable corrective action against non-conformities.
The responsible manager (audited department) will accomplished the requested corrective action in the
agreed time limit, and fill corrective action/comment part.
In case when audited department is not in a position to implement corrective actions on time, responsible
manager (vie Technical Director) will request an extension of the due date (with urgent reason) to the QAM
(see Form No A9/QAD/005). QAM is responsible to extend time limit, but in any case Accountable Manager
should be informed accordingly.
The QAM should monitor the implementation and completion of the corrective action and when verifies that
corrective action is completed in the agreed time scale, will close the item, recording on a quality audit
status report form (Form No A9/QAD/002)
NOTE: The Accountable Manager must be immediately informed in case corrective actions have not been
performed within the given time schedule. (QAN should be issued)
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QAP-03 AUTHORISATION AND QUALIFICATION LEVELS, SCOPE AND INSPECTION STAMPS FOR
AUTHORISED MO PERSONNEL
1.
INTRODUCTION
1.1
Requirements of authorisation and qualification for maintenance personnel
This is requirements of Part 145.A.30 (g), that Maintenance Organisation (MO) must have appropriate
aircraft type rated certifying staff (Maintenance Personnel), qualified in accordance with Part 66 and
145.A.35, or may use certifying staff, qualified in accordance with the national aviation regulation of the state
in which the organisation is registered subject to the conditions specified in Appendix 4 of Part 145 (Part
145.A.30 (j)).
The level and scope of company authorisations is depended on the individual qualifications and experience
of the personnel concerned.
1.2
Purpose
The purpose of this procedure is to fulfil the requirements of the authorities and to assure effecting quality
during maintenance activities, to describe the various levels and scope of authorisations issued by the
Quality Assurance Manager.
1.3
Responsibility
The Quality Assurance Manager controls the issue, level and scope of all authorisations issued within
Georgian Airways Maintenance Organisation.
2.
PROCEDURE
2.1
Maintenance personnel authorisation categories (levels)
The level (category) of the authorisation issued is dependent on the individual applicant qualifications and
experience. Authorisation levels (categories) are as follows:
a)
b)
c)
d)
e)
f)
2.2
Non certifying Mechanic category X

Certifying Mechanic category A
Certifying Mechanic category A-M
Certifying Mechanic-avionic category A-E
Certifying Technician-mechanic category B1
Certifying Technician- avionic category B2
Definitions and scope of authorisation
a) Category X non certifying staff (Support staff)

Staff, which is not authorised to issue certificates of Release to service, but is authorised to execute
following minor maintenance tasks and handling of aircraft:
QAP
Minor service with standard tooling (common used tools)

Opening of accesses
Execution of cabin maintenance where the correct accomplishment is simply proofed, as of:
- Cleaning
- Dcor maintenance
- Changing of covers
- Changing of floor covering (carpets etc.)
- Minor visual inspection in cabin
- Rectification of items, to confirm the function of the cabin components function.
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Note: It is not allowed to take influence in safety relevant systems. Execution of maintenance only
under supervision of the certifying staff category B1/B2.
b) Category A certifying staff
Certifying staff, who is authorised to issue Certificates of Release to Service (CRS) following minor
scheduled line maintenance and simple defect rectification, within the limits of tasks specifically endorsed
on the authorisation, as specified in Part-145.
Note: The certification privileges are restricted to work that authorisation holder has personally
performed.
The following items are within the capability of a suitably experienced and trained category A certifying
staff:
Minor visual inspection

Minor maintenance service tasks
Opening and closing of accesses
Execution of all maintenance tasks required category X
Release to service of:
- Transit Check
- Daily Check
- Service Check
Rectification, execution and Release to Service of minor items:
- Replacement of wheel assemblies
- Replacement of wheel brake units
- Replacement of emergency equipment except items where functional checks are
required after replacement
- Replacement of ovens, boilers and beverage makers
- Replacement of internal and external lights, filaments and flash tubes
- Replacement of windscreen wiper blades
- Replacement of passenger and cabin crew seats, seat belts and harnesses
- Closing of cowlings and refitment of quick access inspection panels
- Replacement of toilet system components, but excluding gate valves
- Simple repairs and replacement of internal compartment doors and placards, but
excluding doors forming part of a pressure structure
- Simple repairs and replacement of overhead storage compartment doors and cabin
furnishing items
- Replacement of static wicks (discharges)
- Replacement of aircraft batteries
- Replacement of in-flight entertainment system components but excluding public address
- Routine lubrication and replenishment of all systems fluids and gases.
c) Category A-M certifying staff

Certifying staff, who is authorised to issue Certificate of Release to Service (CRS) following minor line
maintenance and defect rectification of airframe/power plant systems.
performed.
The following items are within the capability of a suitable experienced and trained category A-M
certifying staff:
QAP
All visual inspections

Execution of all maintenance tasks, requiring category X and A
- Transit Check
- Daily Check
- Service Check
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Rectification, execution and Release to Service of maintenance/component replacements on

airframe/power plant, where BITE and/or simple operational and/or functional checks (tests) proof
the correct function of the component/system. Excluded are:
- Replacement and/or adjustment of flight control system components
- Replacement and/or adjustment of engine fuel and control system components
- Operational and/or functional checks (tests) on primary flight control system
- Maintenance requiring authorisation for special task ratings.
d) Category A-E certifying staff

Certifying staff, who is authorised to issue Certificate of Release to Service (CRS) following minor line
maintenance and defect rectification of avionic systems.
performed.
The following items are written the capability of a suitably experienced and trained category A-E
certifying staff:
Execution of all maintenance tasks, requiring category X and A

Visual inspections of avionic systems
- Transit Check
- Daily Check
- Service Check
Rectification, execution and Release to Service of maintenance/component replacements on
avionic systems, where BITE and/or simple operational and/or functional checks (tests) proof the
correct function of the component/system. Excluded are:
- Operational and/or functional checks (tests) on the primary flight control system
- Maintenance requiring authorisation for special task rating.
e) Category B1 certifying staff

Certifying staff, who is authorised to issue Certificate of Release to Service (CRS) following
line
maintenance, including aircraft structure, power plant and mechanical and electrical systems.
Replacement of avionic line Replacement Units (LRU) requiring simple tests to prove their serviceability is
also included in the privileges.
The following items are within the capability of a suitably experienced and trained category B1 certifying
staff:
Execution of all maintenance tasks, requiring category X, A and A-M

Release to service of maintenance up to A Checks.
Rectification, execution and Release to Service of all maintenance/component replacements on
airframe/power plant and electrical systems, included all operational and/or functional checks
(tests).
Note: Double inspection requires during critical tasks performance (Flight Control and Engine).
Rectification, execution and Release to Service of avionic LRU replacements, where BITE
and/or simple operational and/or functional checks (tests) proof the correct function of the
component/system. Excluded are:
f) Category B2 certifying staff
Certifying staff, who is authorised to issue Certificate of Release to Service (CRS) following
line
maintenance on avionic and electrical systems.
The following items are within the capability of a suitably experienced and trained category B2 certifying
staff:
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Execution of all maintenance tasks, requiring category X, A and A-E

- Transit Check
- Daily Check
- Service Check
performed.
Rectification, execution and Release to Service of all maintenance/component replacements of
avionic and electrical systems, included all operational and/or functional checks (tests). Excluded
are:
2.3
Special task ratings
Special task ratings are:
2.4
Engine run (Fit. idle)

Engine trim run (T/O power)
Borescope inspection
Technical test flight
Stores inspection
Requirements of authorisation for MO personnel
2.4.1 The guidelines for the authorisation of MO personnel include the following methods:
-
Requirements
Practical/theoretical training, introduction and on the job training
Authorisation.
Note: 21 years minimum age is required for all staff.

a) Category X non certifying staff
Requirements:
- Apprenticeship granted as an aircraft airframe and power plant or electrician/avionic
mechanic or equivalent special basic knowledge.
- Minimum 3 months practical experience in the aviation maintenance. (external MO
experience may be taken into account)
- Basic knowledge of the English language.
Appropriate training:
- Practical/theoretical introduction to the job
- Introduction to the procedure of the MOE.
Authorisation
- Proof of introduction
b) Category A certifying staff
Requirements:
- Apprenticeship granted as an aircraft airframe and power plant or electrician/avionic
mechanic or equivalent special basic knowledge.
- Holder of Georgian CAA (or Part-66 or ICAO type II) Aircraft Maintenance Licence
- Minimum 3 years practical experience in the aviation maintenance. (external MO
experience may be taken into account)
- Sufficient knowledge of the English language.
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Type related theoretical training acc. to ATA specification 104 level II (minimum) or
practical /theoretical task oriented training (test results min. 75%)
- Introduction to the procedure of the MOE
- 3 month practical experience on the aircraft as category A
Authorisation
- Oral/practical examination
-
c) Category A-M certifying staff
Requirements:
- Apprenticeship granted as an aircraft airframe and power plant mechanic or equivalent
special basic knowledge (acc. Part-66).
- Minimum 2 year practical experience as category A staff. (external MO experience may
be taken into account)
- Satisfactory knowledge of the English language.
- Type related theoretical training acc. to ATA specification 104, level llI (test results min.
75%)
- Theoretical training of simple trouble shooting and simple operational/functional tests on
airframe and power plant system.
- 3 month practical experience on the aircraft as category A-M
Authorisation
d) Category A-E certifying staff
Requirements:
- Apprenticeship granted as an aircraft electrician/avionic mechanic or equivalent special
basic knowledge (acc. Part-66)
- Minimum 2 years practical experience as category A staff. (external MO experience
may be taken into account)
- Satisfactory knowledge of the English language.
- Type related theoretical training acc. to ATA specification 104, level llI (test results min.
75%)
- Theoretical training of simple trouble shooting and simple operational/functional tests on
avionic system.
- 3 month practical experience on the aircraft as category A-E
Authorisation
e) Category B1 certifying staff
QAP
Requirements:
- Apprenticeship granted as an aircraft airframe and power plant mechanic or equivalent
special basic knowledge (acc. Part-66).
- Minimum 1 year practical experience as category A-M staff or 5 years practical
maintenance experience on aircraft. (external MO experience may be taken into account)
- Good knowledge of the English language.
- Type related theoretical training acc. to ATA specification 104 level lll (test results min.
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Fundamental theoretical training of trouble shooting and operation/functional tests on

airframe and power plant system.
- Theoretical training of simple trouble shooting and simple operational/functional tests
as A-E
- 3 month practical experience on the aircraft as category B1
Authorisation
-
f) Category B2 certifying staff
Requirements:
- Apprenticeship granted as an aircraft electrician/avionic mechanic or equivalent special
basic knowledge (acc. Part-66)
- Minimum 1 year practical experience as category A-E staff or 5 years practical
maintenance experience on aircraft. (external MO experience may be taken into account)
- Good knowledge of the English language.
- Type related theoretical training acc. to ATA specification 104 level lll (focal point electricavionic) (test results min. 75%)
- Fundamental theoretical training of trouble shooting and operational/functional tests on
avionic system.
- 3 month practical experience on the aircraft as category B2
Authorisation
2.4.2. Guidelines for special task ratings

1. Engine idle run (Flt. Idle)
Requirements:
- Category A-M
- Theoretical/practical training/introduction acc. Aircraft M.M.
Authorisation
- Special task rating authorisation (Form No A9/QAD/015)
2. Engine trim run (T/O pwr.)
Requirements:
- Category B1
Authorisation
3. Borescope inspection
QAP
Requirements:
- Category B1
- CFM-56-3C Borescope inspection training course
Authorisation
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4. Technical test flight
Requirements:
- Category B1/B2
Authorisation
5. Stores inspection
2.5
Requirements
- Category B1/B2
- Theoretical/practical training/introduction acc. relevant part of MOE and procedures.
Authorisation
- Special task rating authorisation (Form No A9/QAD/015).
Company certificate of authorization
Details of the categories and scope of the authorization are contained in the company certificate of
authorization (Form No A9/QAD/011). Certificate of authorization will be issued to personnel, whom
authority has been delegated and signed by the QAM.
Each certificate shows:
Authorization (PK No) number

Name of holder
The date of issue
Aircraft type and category
Limitation of authorization
Special task ratings
Validation of certificates
Other remarks.
A certificates of authorization will normally be valid 2 years, but it should be until the expire date of the
Aircraft Maintenance Licence. Certifying staff shall produce their certification authorisation to any
authorised person within 24 hours.
2.6
Inspection stamps
Inspection stamps are issued to all certifying staff holding Georgian Airways MO authorization. A number
followed by word GA identifies each stamp, which are square in appearance. This number presents
authorization number (PK No) of individual certifying staff.
Certifying staff should not use their inspection stamps, when issuing Certificates Release to Service
(CRS) in the aircraft Technical Log Book and/or other technical documents, when there are pre-carbon
copies. When issuing CRS in the TLB and/or other documents, where there are pre-carbon copies,
certifying staff shall put his authorization number (PK No), date and signature with a sharp ink ball point
pen. Inspection stamps are provided when using any worksheet or task card, where individual action
items need to be certified.
Certifying staff must use their inspection stamps when issuing special CRS (Form No A9/ENG/001).
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THE ISSUE AND CONTROL OF AUTHORISATION
1.
INTRODUCTION
1.1
Requirement
It is requirement of Part-145.35 that approved maintenance organization must have procedure to issue and
control certificate of authorization.
1.2
Purpose
The purpose of this procedure is to describe the methods used within Georgian Airways Maintenance
Organization for the issue and control of authorization.
1.3
Responsibility
It is the responsibility of responsible department manager for applications, appropriate trainings and
examinations.
The Quality Assurance Manager is responsible for the issue and control of all authorizations.
2.
PROCEDURE
2.1
Application
Each applicant for authorization must satisfy the requirements as set out in MOE 3.4 and QAP-03.
The responsible department manager has to provide for the authorization:
Application for authorization (Form No A9/QAD/009)

Certificate of all courses
Practical/theoretical introduction training record (Form No:A9/QHD/013)
Maintenance Experience record (OJT) (Form No: A9/QAD/014)
In at initial application certifying staff record form is also will filled (Form No A9/QAD/008).
2.2
Issuing
When the application is received Quality Assurance Manager will raise authorization processing report
(Form No A9/QAD/010)
The QAM checks that theoretical courses, practical/theoretical introduction training, maintenance
experience are acceptable. Providing, that an authorization oral/practical examination board is arranged
with the applicant. The examination board shall consist of two members with relevant qualification,
approved by the QAM. QAM in his decision may be joined to examination board.
Should an applicant examination be successful, the QAM issues the next available number from the
Certifying Staff Authorization Control Register (Form No A9/QAD/012) and issues a company certificate of
authorization (Form No A9/QAD/ 011) accordingly.
In case, when an applicant have satisfactory qualification and experience and is a holder of acceptable
external qualification, examination could be not necessary.
In the case where an authorization number has been in quarantine, i.e. previously issued and the holder
has left the company, this can be issued after the quarantine period has expired, Quarantine period is at
least 6 (six) months.
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The applicant signs the authorization processing report and using the inspection stamps make an imprint in
the box provided. The completed form of authorization processing report should then be returned to the
Quality Assurance Manager without delay.
A certifying staff sample signature and inspection stamp issued are recorded in the Authorisation
Processing Report (Form No A9/QAD/010) and maintained by Quality Assurance Manager.
2.3
The control of authorization. (Renewal, Revocation and Suspension).
Note: Any approval may be suspended or cancelled by the person which granted it, in case of
serious nonconformities produced by the applicable person.
Each company authorization is valid 2 years, providing that the holders Aircraft Maintenance Licence
remains valid.
In case where the company authorisation is less than 2 years due to Aircraft Maintenance Licence expire
date, after AML extension, authorisation can be prolonged up to 2 years from last company authorisation
date without renewal process.
Before renewal authorisation after 2 years period from last authorisation the Quality Assurance shall
ensure that all certifying staff:
Are involved in at least six months of actual relevant aircraft maintenance experience in any
consecutive two year period.
Have sufficient continuing training including of human factors training.
Have appropriate knowledge of English language.
Maintenance Experience record (Form No: A9/QAD/014) shall be used as evidence of actual relevant
aircraft maintenance experience. For Georgian Airways certifying staff as minimum 100 signatures
required per 2 years.
If certifying staff has worked on a specified type of aircraft less than six months during the last two years
period, this situation shall be informed by Line Maintenance Manger to Quality Manager. Upon receipt of
this notification, Quality Management shall delete the authorization of the individual for subject type of
aircraft and shall issue the revised authorization certificate.
Details of renewal authorisation should be in the authorization processing report (Form No A9/QAD/010).
Details of each authorization holder are maintained in the certifying staff Authorization Control Register
(Form No A9/QAD/012). The Register shows the expire date of each authorization, which will always
coincide with the expire date of the holders Aircraft Maintenance licence.
Authorization remain valid provided the above conditions are met plus the continuation training (recurrent
training) requirements have been met in accordance with MOE 3.4, 3.13 and QAP-05.
When an authorization holder leaves the company, the authorization number and inspection stamp is
quarantined for a minimum period of six months, than it can be re-issued.
In case of evidence that the authorization requirements are not met, Quality Assurance Department shall
suspend the individuals Certifying Staff authorizations until the problem is resolved.QA will issue QAN
(Quality Assurance Notice).
Authorisation certificate will be revoked when at least one of the situations below occurs;
QAP
The certification authorization is abused / misused

The continuation training is not renewed during a two years period
The Competence Assessment is failed (see MOE 3.14)
The employment is ceased.
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Special task rating authorisation
Applicants for special task ratings authorization must have appropriate qualification. The responsible
department manager must open Special Task Rating Authorization (Form No A9/QAD/015) and applicant
should pass all relevant practical/theoretical introduction training.
After successful completion of such training signed special task training form will sent to QAM. The QAM
checks that all training, courses and maintenance experience of applicant are acceptable and issues a
revised certificate of authorization to reflect the inclusion of the special authorization.
2.5
Repetitive examination for authorisation
If an applicant does not achieve the authorization the re-examination can be performed after 3 months only.
The examination results have to be documented by the examiner(s). In case the re-examination has been
failed a final examination cannot be performed after a period of one year.
When the examination passing grade is more than 50%, the filed subjects are to be retaken only.
2.6
Guidelines to accept Non-Georgian Airways Qualifications
To get approval for:

Personnel which will be employed and holding an approved external qualification
Contracted personnel which has to be integrated in the Georgian Airways MO
The education/experience has to be evaluated to determine their qualification and their needs for additional
training.
In any case introduction to the Georgian Airways MOE and Quality procedures has to be given.
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TRAINING PROCEDURE
1.
INTRODUCTION
1.1
Requirement
It is the requirements of Part 145.A.35 that approved MO should established a training system for
maintenance personnel to ensure that certifying staff have taken and remain current in term of procedures,
human factors and technical knowledge.
1.2
Purpose
The purpose of this procedure is to lay down the training requirements for all appropriate maintenance
personnel, including introduction training, basic training and continuation training.
1.3
Responsibility
The Director of maintenance is responsible for training through nominated engineering personnel. The
Quality Assurance Manager is responsible for the assessment and recording of all training.
2.
PROCEDURE
2.1
Each new member of maintenance personnel shall receive an introduction course (training) upon joining
the company. This training will include introduction training to the organization, procedures, forms used,
health and safety issues and other regulations of Georgian Airways MO.
The accomplishment of such training should be recorded in the Form No A9/QAD/013 Introduction
Training Record.
2.2
Basic training
All certifying staff shall have received basic training.

Basic training will include the following:
2.2.1
Training for special basic technical knowledge

Practical/theoretical task oriented training
Basic technical knowledge
All certifying staff shall have special basic technical knowledge of an aeronautical, mechanical, electrical
and electronic discipline have taken in a technical university or other education institution or approved basic
training course of Part 147 School.
2.2.2
Practical/theoretical introduction (task oriented) training
Certifying staff must receive relevant task training as appropriate. The accomplishment of such training
should be recorded in the Introduction Training Record Form No A9/QAD/013.
2.2.3
Aircraft and engines type related training shall meet the requirements of Part 147 and MOE 3.4 and QAP03.
2.2.4
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Special task rating practical/theoretical training will accomplished according Special task rating
authorization Form No A9/QAD/015 for appropriately qualified certifying staff to meet the requirements for
special task rating.
2.3
MOE
Company procedures
Aircraft type related recurrent training
Human Factor training (HF)
Fuel Tank Safety Training (FTS)
Generally continuation training will take place every 24 months, but for some demands this period will be
reduced.
Season related training, health and safety issues, some company procedures and Aircraft/engine related in
service information will performed two times per year in the beginning of seasons.
To ensure that the requirements of the continuation training are valid and up to date, the quality Assurance
Manager will review the continuation training syllabus and periods.
In case of group training the form A9/QA/023 Course Registration Form and Training Records with Form
A9/QA/024 Course Syllabus should be used.
course.
The programme for continuation training (Form No A9/QAD/016) lists all certifying staff and when training
will take place, the elements of such training and an indication that it was carried out reasonably on time as
planned.
2.4
Record of training
Whenever a member of staff has completed any form of training, details of such training are kept on file in
the Certifying Staff Record (Form No A9/QAD/008).
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QAP- 06 CONTROLS OF VARIATIONS TO THE AIRCRAFT MAINTENANCE PROGRAMME

1.
INTRODUCTION
1.1
Requirement
The procedure defines the requirements for the control of variations to the Aircraft Maintenance
Programme (AMP). A variation is defined as a unique extension to the AMP due to circumstances which
could not be planned around variations.
1.2
Purpose
This procedure explains the processes used to control all variations to AMP.
1.3
Responsibility
Georgian Airways aircrafts:

The Engineering Department Manager is responsible for issue of all AMP variations within the limits of the
AMP. The Technical Director (Nominated Postholder on Maintenance) is responsible for reviewing,
approval of all AMP variations within the limits of the AMP.
Any variations in excess of these must be submitted to the authority for approval.
Customer aircrafts:
The customer is responsible for issue of all AMP variations within the limits of the AMP. The customer
should provide the GA MO with a written authorisation.
For any variations in excess of these the customer should provide the GA MO with an authority of
registration approved (signed) authorisation.
2.
PROCEDURE
Applications for any variations within the limits of the AMP must be made using an Application for a
variation to the Aircraft Maintenance programme (Form No A9/QAD/020) by the Engineering Department
Manager to Technical Director (nominated post holder of Maintenance), stating the reason for the request
and including all supporting evidence or substantiation if available.
Variations outside of the limits of the AMP must be submitted to the competent authority of registration. The
authority can only approve such variations.
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QAP- 07 CONCESSION CONTROL FOR THE DEVIATION FROM ORGANISATIONS PROCEDURES

1.
INTRODUCTION
1.1
Requirement
Where it is found that a procedure as described in the MOE cannot be adhered to, the person involved may
propose to deviate from that procedure. The proposed deviation must meet the following conditions:
1.2
The proposed alternative procedure will guarantee an equivalent level of safety and quality.
The substantiation of the request proves that the proposal to deviate is justified.
Purpose
The purpose of this procedure is to describe the process that must be followed should a deviation from a
Company (Organisation) procedure be required.
1.3
Responsibility
It is the responsibility of the person involved to ensure that any deviation from a company procedure
required is applied for in accordance with this procedure.
The Quality Assurance Manager authorises any such application as considered appropriate. In case when
deviation is Major (Location, scope of work etc.) it should be approved by Competent Authority.
2.
PROCEDURE
Where it is found that a procedure as described in the MOE cannot be adhered to, the person involved may
propose to deviate from that procedure as follows:
Complete a Request for a Variation to a Company Procedure, Form No A9/QAD/018, and submit to the
Quality Assurance Manager for consideration.
Should the Quality Assurance Manager agree to the variation, the form will be returned to the applicant
duly authorised.
In case when deviation is Major (Location, scope of work etc.) signed Request for a Variation to a
Company Procedure by QAM will be submit to the Competent Authority for consideration and only after
Authority approval will be returned to the applicant duly authorised.
Should it be considered that the procedure concerned requires revising permanently, then the owner of
the procedure will be contacted, who should then raise a Proposal for the Issue/Amendment of an
Maintenance Procedure, Form No A9/QAD/019. The completed form is then submitted to the Quality
Assurance Manager with the amended procedure for review.
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CONTROL OF MANUFACTURERS WORKING TEAMS
1.
INTRODUCTION
1.1
Requirement
There may be occasions where Georgian Airways will require the assistance of a Manufacturers Working
Teams to action a task on the aircraft or engine. If this is required, Georgian Airways is to ensure that all
work carried out is adequately controlled and complies with the current Airworthiness Requirements and
maintenance practices to enable a Certificate of Release to Service (CRS) to be issued.
1.2
Purpose
This procedure describes the processes that need to be completed by various departments within Georgian
Airways, when using manufacturers working teams.
1.3
Responsibility
The responsibilities are divided between the Line Maintenance Manager, Quality Assurance Manager, and
the Shift Leader concerned on the day.
2.
PROCEDURE
2.1
Before work commences, the Line Maintenance Manager will:
2.2
Ensure that the working team has had adequate instructions for completion of the task from the
manufacturer, including necessary drawings, modification or repair instructions and test
procedures.
Where necessary, obtain English translation for foreign text, and take steps to remove any
language barrier that may exist.
Before work commences, the Quality Assurance Manager will:
2.3
Ensure that confirmation is obtained from the manufacturer (in writing), that the work to be
undertaken and its subsequent control and certification is able to be performed outside of the
manufacturers approved premises. The work package which is carried out by the manufacturer has
a unique reference / work order number, it is essential that the Georgian Airways engineer makes
reference to this when issuing the CRS on completion of the work.
Ensure documentation used to approve work is acceptable to Georgian Airways.
Shift Leader
Before work commences, the Shift Leader will:
2.4
Ensure that the working environment is suitable for the task to be carried out
Ensure that all necessary tools and test equipment are provided as indicated by the work
instructions. (Apart from those supplied by the working party)
Ensure that Georgian Airways member of staff is appropriately authorised to issue a CRS.
Identify the need for any Duplicate Inspections.
Airworthiness
Georgian Airways as the MO is responsible for the Airworthiness of work performed on the aircraft by a
manufacturers working party, such work can only be performed if approved by the QAM.
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Appropriately approved Georgian Airways maintenance personnel monitors the work and issues the
Certificate of Release to Service when the aircraft is returned to its normal configuration after having
performed all necessary checks in accordance with the AMM.
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MMP-01
MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT/COMPONENT
MANUFACTURERS INSTRUCTIONS INCLUDING UPDATING AND AVAILABILITY TO STAFF
1.
INTRODUCTION
1.1
Requirement
The maintenance of aircraft, engines and equipment require that publications are kept to the latest revision
standard. Technical data is received from Manufacturers, Vendors and Regulatory Agencies. It is essential
that procedures be in place to control the receipt and distribution of all such data.
1.2
Policy
Maintenance Data controlled by Georgian Airways MO are as follows:
Airworthiness Directives (FAA, EASA) including revisions;

Service Bulletins;
Service Letters;
Engines and APU Service Bulletins;
Aircraft Technical Manuals such as MPD, MRBR, AMM, IPC, WDM, SRM, TASK-CARD, SSM.
Copies of Aircraft Technical Manuals extracts obtained from controlled manuals held by the company for
use in the maintenance of aircraft should be destroyed after use. They are not to be kept for future
reference. This is to ensure that the latest amended information is used at all times.
1.3
Responsibility
The Georgian Airways Engineering Department is responsible that each document/data, and amendment,
be it in digital, paper or other format be at latest revision and available for maintenance personnel.
2.0
PROCEDURE
In order to constantly monitor the issue of ADs, the Engineering Department will check for newly issued
ADs on the FAA website (www.faa.gov) , TC ( www.tc.gc.ca ),EASA website (www.easa.eu.int),
https://customer.geae.com and https://cwcs.cfm56.com, www.cessnasupport.com at list once a week. If
an Emergency Airworthiness Directive is issued, then Technical Director and Quality Assurance Manager
should be informed immediately.
Maintenance Data from manufacturers for Airline Georgian Airways aircrafts such as Service Bulletins,
Service Letters, MPD, MRBR, AMM, IPC, WDM, SRM, TASK-CARD, SSM etc are provided:
By Boeing website (www.myboeingfleet.com)and CFM website (https://cwcs.cfm56.com) for B737 aircrafts.
Also back-up (CD) is received from Boeing.
By TC (www.tc.gc.ca ), www.racs.bombardier.com and https://customer.geae.com for Bombardier CL600-2B19 (CRJ 100/200 and Challenger 850) aircrafts. Also back-up (CD) is received from Bombardier.
By Cessna Aircraft Company for Cessna T206H aircraft on DVD.
By Gulfstream website www.mygulfstream.com for Gulfstream CIV-X (G450) aircrafts. Also back-up (CD)
is received from Gulfstream company.
For maintenance of aircrafts other (not Georgian Airways) contracted operators the customized
maintenance data, applicable revisions or temporary revisions should be provided by those operators on
hardcopy and/or CD via courier or company mail or by e-mail with corresponding documentation (revision
or amendment list). The operator is responsible for validity of these data.
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The operators should send the maintenance data master (amendment) list at list twice per year by
company mail or e-mail. Georgian Airways Technical Librarian has to check available documents for
completeness and current revision according this maintenance data master (amendment) list and provide
Line Maintenance Department with data and master (amendment) list.
Upon receipt of this information, details are entered into the Technical Documentation Master List (Form No
A9/ENG/024). The register shows the number, editor, title, document reference, the revision number, date
and format, quantity in a set and location of sets, who holds each set, and the for each technical publication
received.
Maintenance Data are kept in the Technical Library or sent to the appropriate holder together with a
Technical Revision Notification and Receipt Slip (Form A9/ENG/032). The holder signs the slip to confirm
that the revision has been incorporated and turn it back to Technical Library.
Aircraft Technical Data are provided on Server. Also back-up (CD) are kept in the Technical Library. Shift
Leader has access to the Technical Library during night and holidays in case Server malfunction.
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AIRCRAFT REPAIRS
1.
INTRODUCTION
1.1
Requirement
It is the legal requirements that any repairs carried out on the aircrafts must be strictly in accordance with
approved repair data procedure agreed with the authority.
1.2
Purpose
The purpose of this procedure is to ensure, that all repairs on aircraft will be performed in accordance
approved repair data and procedure.
1.3
Responsibility
Line Maintenance Department
Damage identification and classification

and development of repair solution
Execution of repair
Approved MO
2.
PROCEDURE
The repair procedure comprises the following steps:
2.1

Execution of repair
When damage has been discovered, the full extent of the damage must be established and recorded. The
inspection is not limited to the area of obvious damage but includes a thorough and searching inspection
for Hidden Damage in areas adjacent to the damaged area. The authorised maintenance personnel are
responsible for listing all discrepancies noted during inspection on the Damage Report (Form No
A9/ENG/039).
Line Maintenance Department will issue a Damage Report for any damage detected by MO personnel
and transmit it to Engineering Department for evaluation and identification of full extend of the damage
including all resulting technical, operational and economical consequences.
The Damage Report may be supplemented with any additional and relevant data available (photos,
sketches etc.).
In case when damage is in allowable limits according approved data (manufacturers manuals etc) damage
also will be recorded on the corresponding B737, CL-600-2B19, GIV-X (G450) Aircrafts Damage Charts.
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In case when damage cause is Ground Occurrence (damage aircraft by ground equipment) Ground
Occurrence Reporting should be performed according MMP-07.
2.2
If a repair is required for a reported damage and if the repair is not outside the approved data (Structural
Repair manual, Maintenance Manual etc.) justification for classification is not required.
If the repair is outside the approved data, justification for classification is required. In that case the MO
refers to the Operator (Engineering) who will furnish to the MO the requested approved data.
Note: it is the responsibility of Operator to obtain approval of repair from its Authority of
registration.
2.3
Execution of repairs
The MO can perform the repair if he receives from the Operator the approved repair data and if all the Part145 requirements are respected.
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AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE
1.
INTRODUCTION
1.1
Requirement
It is the requirements of M.A.302 Annex I (Part-M) of (EC) No 2042/2003 and JAR-OPS 1, that every
aircraft must be maintained in accordance with a maintenance program approved by the competent
authority, which shall be periodically reviewed and amended accordingly.
1.2
Purpose
The purpose of this procedure is to detail how Georgian Airways maintenance organisation maintains
compliance with the AMP.
1.3
Responsibility
The Engineering Department is responsible for monitoring of the AMP of Georgian Airways aircrafts.
The Engineering Department in liaison Line Maintenance Department is responsible for aircraft
maintenance programme compliance.
2.
PROCEDURE
Georgian Airways aircrafts are maintained in accordance with the approved Aircraft Maintenance
Programme by the state of registry, for 4L registered aircrafts by the Georgian CAA.
Georgian Airways Engineering department in liaison Line Maintenance Department (production planning
and MCC) provides maintenance with work card (work sheet) in accordance with approved maintenance
programme of Georgian Airways (Ramp Service Manual RSM-01).
For line maintenance of Turkish Airlines aircrafts, Turkish Airlines provides the relevant parts of its
approved AMP to Georgian Airways MO (Task cards of Transit, Daily and Pre-flight checks). During
maintenance shall be used Turkish Airlines documentation and instructions.
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THE PROCESSING OF AIRWORTHINESS DIRECTIVES
1.
INTRODUCTION
1.1
Requirement
It is the requirement of M.A.303 Annex I (Part-M) of (EC) No 2042/2003 that any applicable airworthiness
directive must be carried out within the requirements of that airworthiness directive, unless otherwise
specified by the EASA. The accomplishment of any airworthiness directives and any other continued
airworthiness requirement made mandatory by the authority.
1.2
Responsibility
The Engineering department is responsible for monitoring of ADs.

The Quality Assurance department is responsible for control of accomplishment of ADs.
2.
PROCEDURE
The follow up of the ADs is the responsibility of the operator who must ask their enforcement on the order
to the Georgian Airways MO.
In order to constantly monitor the issue of ADs, the Engineering Department Manager will check for newly
issued ADs on the FAA Website (www.faa.gov), TC (www.tc.gc.ca ) and EASA website (www.easa.eu.int).
The receipt process of the ADs is in accordance with Maintenance Management Procedure MMP-01.
Upon receipt of a routinely issued Airworthiness Directive, Georgian Airways Engineering Department with
Production Planning department shall perform following:
Study, selection and record of the ADs according to the scope of work Georgian Airways MO.
Information to operator if ADs is out scope of works Georgian Airways MO.
Checking affectivity of the ADs on the aircraft/engine/equipment managed by Georgian Airways
MO.
Information and training (if necessary) of the staff on the new directives.
Preparation of the facilities, staff, materials, tools, maintenance data (Engineering Order, Service
Bulletin, work card etc.) for performance of ADs.
After performance of ADs Georgian Airways will issue Certificate of Release to Service (CRS).
If an Emergency Telegraphic Airworthiness Directive is issued, then the Technical Director, Quality
Assurance Manager and operator should be informed immediately.
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1.
INTRODUCTION
1.1
Requirement
Aircraft, Engine, and Equipment manufacturers issue Service Bulletins on a regular basis as a means to
inform operators of the optional or non-mandatory modifications that are available for the particular aircraft,
engine or piece of equipment that they operate/use.
The requirement for the embodiment of non-mandatory modifications is optional.
1.2
Purpose
This procedure describes the process used when reviewing optional modifications
1.3
Responsibility
The Technical Director via Engineering Department is responsible for review Service Bulletins, Vendor
Service Bulletins, and Service Letters etc on a regular basis.
2.
PROCEDURE
Manufacturers Service Bulletins, Service Letters, & Vendor Service Bulletins are categorised as Category
B Technical Data when received by Georgian Airways and in accordance with Georgian Airways
Engineering Procedure MMP-02.
2.1
Aircraft Manufacturers Service Bulletins & Service Letters
Non-mandatory modifications are typically given different classifications by the manufacturers.

Recommended:
Refers to actions or modifications not considered to be urgent but which provide an improvement in the
operation of a system or improvements in the in-service behaviour and prevention of specific damage.
Optional:
Refers to all other Service Bulletins & Service Letters not classified as Mandatory or Recommended.
A decision is made at the review meetings to include or not to include any Service Bulletin or Service Letter
into the Georgian Airways fleet.
2.2
Engine Manufacturers Service Bulletins
Engine Manufacturers Service Bulletins are categorised as follows:
Category 1
Category 2
Category 3
Category 4
Category 5
Category 6
Category 7
Category 8
Category 9
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To be embodied with a specific number of hours/cycles or by a specific end

date.
Earliest conveniences not to interfere with revenue service.
Perform at next Shop Visit, regardless of the scheduled maintenance action
or the reason for engine removal.
Perform when that area of the engine is accessible
Perform when the affected part is exposed at the piece-part level
Perform only if the affected part is planned to be routed for repair.
Perform through attrition at customer convenience
Spare Parts release
Information only.
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A decision is made at the review meetings to include or not to include any Service Bulletin into the
Georgian Airways fleet. Such decisions are conveyed to the contracted maintenance organisation and
included in the Engine Shop visit file.
2.3
Vendor Service Bulletins
Vendor Service Bulletins are reviewed by the Engineering department. If Georgian Airways has problems
with reliability of any equipment/unit in this case appropriate Vendor Service Bulletin should be
incorporated.
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INTRODUCTION
Requirement
It is the requirements of Part-145.A.55, M.A.305 Annex I (Part M) of Commission Regulation (EC) No

2042/2003 and JAR-OPC 1 that the maintenance organisation shall record all details of maintenance work
carried out and retain records necessary to prove that all requirements have been met for issuance of the
certificate release to service.
1.2
Purpose
The purpose of this procedure is to define all records which should be kept and the way they should be
treated.
1.3
Responsibility
Engineering Manager is responsible to control all technical records from the point of view of correctness
and accordance with procedures.
All personnel making records are responsible for the correctness of the information on records.
2.
PROCEDURE
The maintenance records are a paper.

The records are stored in a safe way with regard to fire, flood and theft (Archive).
Files containing the records and cabinets are clearly identified to display their contents.
Records and other quality documents shall be stored only in identified area.
All A/C and/or component maintenance records are filled with handwriting and with permanent ink. If it is
needed to correct any record, the certifying staff shall cross out the wrong record, enter the correct
information and stamp next to the correction.
If there is no need to perform any process step which are indicated on the record form, certifying staff shall
enter N/A for this step and stamp on the record form.
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All records listed below shall be retained for the periods as shown:
NAME OF
DOCUMENT
A/C Tech. Log Book
RETENTION
PERIOD
36 months
PLACE OF
RETENTION
ARCHIVE
36 months after aircraft was

permanently
withdrawn
from
service.
Until the aeroplane or aeroplane
component overhaul has been
superseded by another overhaul of
equivalent work scope and detail.
ARCHIVE
The
current
aeroplane
inspection status such that
compliance
with
the
approved
operator's
aeroplane
maintenance
programme
can
be
established.
The
current
status
of
airworthiness
directives
applicable to the aeroplane
and aeroplane components.
Until the aeroplane or aeroplane

component inspection has been
superseded by another inspection,
of equivalent work scope and detail.
ARCHIVE
36 months after the aeroplane has

been permanently withdrawn from
service.
ARCHIVE
Details
of
current
modifications and repairs to
the aeroplane, engine(s),
propeller(s) and any other
aeroplane component vital to
flight safety.
Last Current Certificate of
Release to Service.

service.
ARCHIVE

service.
service.
ARCHIVE
Total time and cycles of the

life limited parts.
The time and flight cycles
since last overhaul of the
aircraft or aircraft component
Deferred Defect List.
ARCHIVE
ARCHIVE
After application of maintenance work package, the applied package is sent to MCC and then to
Engineering Department for control and archiving purposes.
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GROUND OCCURRENCE REPORTING
1.
INTRODUCTION
1.1
Requirement
It is an airworthiness requirement, that all damage on the ground to aircraft be correctly notified to the
appropriate authorities, thus ensuring ground occurrences are correctly recorded, investigated and where
appropriate, remedial actions implemented.
1.2
Policy
It is company policy, that all damages on the ground to company (customer) aircraft is reported correctly to
the authorities.
1.3
Responsibility
The maintenance organisation shift leader is responsible for reporting any ground occurrences by Ground
Occurrence Report (Form No A9/ENG/022).
The duty planner of Maintenance Control Centre (MCC) is responsible for registration and distribution of
GOR.
2.
PROCEDURE
2.1
Damage to the aircraft
A Ground Occurrence Report (Form No A9/ENG/022) will be completed giving precise details of the
occurrence including diagrams and location of damaged aircraft and equipment.
Each report is given a unique reference number, which comprises of the sequence number followed by the
present year.
The GOR must be submitted to the duty planner of MCC, who is responsible for registering the report by
allocating the next sequence number from GOR register (Form No A9/ENG/023).
Where airworthiness of an aircraft is impaired or the maintenance personnel feels the occurrence should be
reported to the authority, the Mandatory Occurrence Report (Form No A9/ENG/040) will also completed
and submitted as described in the MOE 2.18 and MMP-08.
In case where a technical irregularity occurs it also will be reported to airline (customer) according there
procedures.
The GOR is copied together with the relevant documents and submitted within 72 hours of the occurrence
to:
Technical Director
Quality Assurance manager
Accountable Manager
Operator
Where it is necessary the Quality Assurance manager will report occurrence to the appropriate authorities.
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MANDATORY OCCURRENCE REPORTING PROCEDURE
1.
INTRODUCTION
1.1
Requirement
1.2
Policy
This procedure defines the system for the reporting of airworthiness related occurrences, as required by
the Authority.
1.3
Responsibility
The Technical Department are responsible for reporting any identified condition of the aircraft or aircraft
component that could seriously hazard the aircraft and flight safety to QAM.
The Quality Assurance Manager and/or Accountable Manager are responsible for reporting any identified
condition of the aircraft or aircraft component that could seriously hazard the aircraft and flight safety to the
Authority.
1.4
Availability of Mandatory Occurrence Report (MOR) Form
Stocks of MOR forms are maintained by Maintenance Control Centre (MCC) for reporting by maintenance
personnel. Additionally, in case of EASA member state Aircraft Maintenance EASA Form FO.IORS.00044004 Technical Occurrence Report has to be used to report to Competent Authority under IORS system.
The EASA Form FO.IORS.00044-004 can be found on EASA web site at the following address:
http://easa.europa.eu/iors/doc/Technical%20Occurrence%20Report%20Form.pdf
2.
PROCEDURE
Line Maintenance Department within Engineering must complete MOR and EASA form FO.IORS.00044004 form with details of occurrence and shall provide the Quality Assurance Manager with all necessary
information related to the occurrence. The MOR and EASA form FO.IORS.00044-004 will be provided to
the QAM, who will complete all further mandatory requirements.
The QAM is responsible for coordinating an enquiry all aspects of an occurrence with the Engineering and
Line Maintenance Department to identify extraction of an occurrence, adverse trends, and corrective
actions taken to address deficiencies.
The completed original form of MOR will be registered in the MOR register (Form A9/ENG/041) and shall
distribute to the following:
Accountable Manager;
Technical Director;
The competent authority;
The operator;
The authority of state of registry of aircraft;
The authority of state of operator;
The organization responsible for the design of the aircraft or component.
The EASA Form FO.IORS.00044-004 maybe filled on line and sent to component authority via EASA web
site or by fax/E-mail. report@easa.europa.eu should be used for this reason.
Copy of EASA Form FO.IORS.00044-004 has to be sent to competent authority/OSAC Team Leader also.
Note: this form FO.IORS.00044-004 used only in case of EASA member state Aircraft maintenance.
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Occurrences to be reported are:

-
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Any failure of aircraft primary structure;

Serious cracks
Burning or serious corrosion of structure found during scheduled maintenance of the
aircraft and engine.
Failure of any emergency system during scheduled testing, among them failure of vital
system and emergency evacuation from the aircraft.
Incorrect assembly of components.
Use of incorrect oil, hydraulic fluids or other essential fluids.
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SHIFT/TASK HANDOVER AND MCC OPERATING PROCEDURE

INTRODUCTION
Requirement
It is a requirement of Part-145.A.47 to have a system (procedure) to plan, perform and handover

maintenance activities.
1.2
Purpose
Maintenance Control Centre and Production-Planning serves as the focal point for all line maintenance
operations. The MCC coordinates line maintenance activities by maintaining continuous communication
links with Engineering, Planning Department, Flight Operation, and Line Maintenance Department and also
between shifts of line maintenance.
The Production Planning and MCC also coordinate maintenance requirements and flight schedule changes
with Flight Operations and Planning Department.
1.3
Responsibility

Production-Planning Manager
Planner on duty
Shift Leader
2.
PROCEDURE
Production-Planning and MCC received flight schedule and maintenance required for all aircrafts from
Planning Department (monthly and weekly plan).
According to the amount and complexity of work Production-Planning plans all necessary personnel, tools,
equipment, material, maintenance data and facilities take into account human performance limitations.
MCCs planner on duty prepares Daily Shift Work Order (Form No A9/ENG/033) and provides with
necessary task cards (work performance records) to maintenance. Shift leader received this daily shift work
order should check availability all necessary personnel, tools, equipment, material, maintenance data and
facilities in order to ensure the safe completion of the maintenance work.
In case of any discrepancies shift leader should inform duty planner and Production Planning Manager.
After completion of maintenance work shift leader returns the Daily Shift Work Order and task cards (work
performance records) to MCCs duty planner.
If there are some deferred and/or non completed task shift leader must report this on the Deferred and/or
non completed task column of Daily Shift Work Order. Duty planner must transfer these non completed
tasks to the Daily Shift Work Order for next shift on the Additional works column.
Shift leader also can give written information by shift maintenance report (Form No A9/ENG/019) about T/S
etc. and/or oral information to next shift leader.
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Line Maintenance Procedures
LMP-01
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RELEASE TO SERVICE PROCEDURE
INTRODUCTION
A Certificate of Release to Service (CRS) is issued after maintenance activities on aircraft within the
intended scope of work. A CRS is issued by certifying staff only.
Issuing a CRS 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.
1.1
Requirement
It is a requirement of Part-145.A.50 (a) (b) that a CRS is issued after the completion of any package of
maintenance.
The CRS should relate to the task specified in the manufacturers or operators instruction or the aircraft
maintenance programme which itself may cross refer to a manufacturers/operators instruction in a
maintenance manual, service bulletin etc.
1.2
Responsibility
A CRS is issued by certifying staff only.

2.
PROCEDURE
The CRS should contain the following details:
A Clear description of the maintenance task carried out, or

A unique cross reference to the maintenance task(s) instructed by the operator. Details relative to
any life or overhaul limitations in terms of date/flying hours/cycles/landings etc must also be
included.
Reference to the appropriate manufacturers technical documentation, aircraft maintenance
programme, service bulletin etc.
The date when the maintenance was carried out.
The identification of the person who issued the CRS. The identification must include his name, the
name and approval number of the Part-145 organisation that he works for, his authorisation
number, and his signature.
The Deferred Item List accepted by the Operator before the CRS acceptance
CDCCL task records when scheduled or unscheduled Maintenance works linked to CDCCLs.
A CRS must be issued after the completion of any maintenance on the aircraft. Such maintenance may
include any one or combination of the following elements;
A check or inspection from the operators aircraft maintenance programme.

Airworthiness Directives.
Overhauls, repairs, modifications.
Aircraft, Engine, APU component replacements.
Defect Rectification.
A check or inspection required by a manufacturers Service Bulletin or Service Letter.
A check or unscheduled inspection required by the manufacturers maintenance manual, wiring
diagram manual or structural repair manual.
The Certificate of Release to Service must be issued by the relevant certifying staff when satisfied that
necessary maintenance on the airplane has been properly carried out.
During Line maintenance up to Weekly check, aircraft component replacements, defect rectification a
Certificate of Release to Service will be issued in the TLB page relevant section.
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Additionally CRS special form (Form No A9/ENG/001) may be issued during performance of airworthiness
directives, overhauls, repairs and modifications and if line maintenance, defect rectification or component
replacement is accomplished for another operator.
The Certificate of Release to service relates to the task specified in the manufacturers or operators
instruction or the aircraft maintenance programme which itself may cross refer to a
manufacturers/operators instruction in a maintenance manual, service bulletin etc.
Note:
At any scheduled or unscheduled maintenance task carried out to fuel system feature classified as critical
Disaign Configuration Control Limitations (CDCCL) and before release to service, the maintenance records
shall reflect that the correct configuration is maintained and ensured.
In case of impossibility to sign the Certificate of Release to Service the Production Planning & MCC informs
the Operator.
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LMP-02
1.
INTRODUCTION
1.1
Requirement
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THE CONTROL OF CRITICAL TASKS
It is essential to the continued airworthiness of the aircraft/engines and equipment that procedures are in
place to control all maintenance activities that are considered Critical Tasks. It is a requirement of Part145.A.65 (b) that Critical Tasks are identified and that procedures are established.
1.2
Purpose
The purpose of this procedure is to provide general guidance on the control of critical tasks, and duplicate
inspections of vital points/control systems, the failure of which could affect the safety of the aircraft.
1.3
Responsibility
It is the responsibility of Engineering and production planning to ensure that each critical task is identified
whenever maintenance is performed on the aircraft/engines. They should raise a requirement for a
duplicate inspection for those items shown in the procedure below, especially whenever the same task is
performed on identical components fitted to more than one system on the same aircraft.
2.
PROCEDURE
2.1
General
Scheduled maintenance tasks on identical essential or primary systems should always be performed by
double personnel, together with the accomplishment of appropriate function checks to verify system
serviceability should be accomplished.
2.2
Duplicate Inspection Requirements
A Duplicate Inspection of a vital point/control system is defined as an inspection, which is first, made and
certified by one approved person and subsequently made and certified by a second approved person
before the aircraft is released to service. The second part of the inspection must, as near as possible,
follow immediately after the first part.
Component, systems or vital points subject to duplicate inspections, must not be disturbed or readjusted
between the first and second parts of the inspection.
Duplicate Inspections shall be performed whenever any of the following aircraft systems have been broken
down or components within those systems have been replaced, or as specifically shown below. Cases
arising from occurrence reporting must be also included.
Flight Controls
Engine Controls
Primary Aircraft Structure points
Primary Structural Repairs concerning Vital Points
From time to time duplicate inspections may be required on items, which have proved vulnerable in service.
The following items are current in this category and are subject to duplicate inspections in accordance with
this procedure.
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The installation of the Magnetic Chip Detectors (MCD)

The installation of Engine Boroscope Inspection Port Plugs
The installation of Engine External Drive Pad Covers
The replacement of Flight Deck Windows
The replacement of Nose Wheel Steering Components
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Engine Mounts & Links

Engine oil caps
2.3
Twin Engine Aircraft Policy.
2.3.1
Mandatory Requirements
All mandatory modifications and airworthiness directives are to be actioned promptly and well within the
prescribed time limits.
2.3.2
Magnetic Chip Detectors (MCD)/Boroscope Inspections/N2 Drive Covers
MCD/Boroscope inspections and ground runs for leak checks as appropriate will be contained in the
AMM/AMP.
After engine MCD/Boroscope inspections a duplicate inspection shall be carried out on all boroscope plugs,
and an idle engine run should be done, in addition to the requirements of the AMM/AMP. Duplicate
Inspections shall be carried out whenever a N2 drive pad cover is removed or disturbed.
An idle power engine run is required after each MCD has been removed and re-installed, prior to release to
service.
2.3.3
Cross Engine Part Exchange
Perform appropriate testing/ground running on both engines when cross engine part exchange has taken
place. Troubleshooting by exchanging components from one engine to the other is not permitted for fuel
control components, e.g. pumps, governors etc.
2.3.4
Double Engine Changes
Full power assurance checks are required to be carried out on both engines prior to Release to Service in
the event of both engines being removed and refitted without an intervening flight. In addition to this
requirement a Flight Test shall be performed.
2.3.5
Oil Consumption Trends
Advise Engineering Department of level of set oil consumption level alerts. (Alert level exceedances are
notionally two thirds of the on-wing acceptance limit).
Monitor for oil consumption alert level exceedance and initiate corrective action.
2.3.6
Repetitive Defects
Monitor ATA Chapter 70 to 80 repetitive defect reports and institute corrective action required.
2.3.7
Engine Condition Monitoring
Ensure monitoring of:
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Parameter/performance trend monitoring.

Oil analysis as required.
Boroscope inspections.
Airborne Vibration Monitoring is carried out.
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Bird Strikes
Inspect the fan and initial core compressor stages of both engines following flock of bird strike report. Any
evidence of bird ingestion into the booster stage will require boroscopic inspection of other critical parts of
the engine in accordance with the Maintenance Manual.
2.3.9
Fuel Filter Contamination
Inspect the filters in the other engine and APU as specified in the Maintenance Manual in the event of
debris/foreign matter being found in the LP fuel filter of one engine.
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LMP-03 LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS AND RE-CERTIFICATION

1.
INTRODUCTION
1.1
Requirement
When an Aircraft Component is removed from an aircraft as a defect part, or as part of trouble shooting a
defect, or as a Loan Item there is a requirement for a procedure for the control and Re-certification where
is such need of that component.
1.2
Purpose
This procedure provides the guideline for acceptance, certification/re-certification of aircraft

components/parts to ensure that only approved and serviceable components are installed in an aircraft.
This procedure also describes what actions are necessary following the removal of a loan item.
1.3
Responsibility
It is the responsibility of the authorised MO personnel and Logistic Department personnel to ensure that
this procedure is adhered to, when removing aircraft components.
1.4
Definitions:
Cross/Inter-Change
-
Inter-Change means the component change between different aircrafts.

Cross-Change means the component change between different positions of aircraft.
Standby-part
-
A part, removed from an aircraft for trouble shooting, with a suspected condition.
2.
PROCEDURE
2.1
General
All new, overhauled or repaired components must have an Airworthiness Approval in accordance with JAR145.50 (PART 145.A.42.) before they can be installed for operation.
Components have to accompanied by a Georgian Airways serviceable TAG on Georgian Airways A/C for
installation, and an additional JAA Form one (EASA Form one), FAA FORM 8130-3 OR Canadian TC Form
24-0078.
NOTE: That Serviceable/rob tags issued by EASA Part 145.0166 maintenance organisation are internal
equivalent to EASA Form 1.
In case of component is received from supplier directly to outstation for defect rectification Georgian
Airways TAG is not necessary.
Acceptance and inspection of aircraft components full described in the PMP-02 procedure. All removal
installation of components must be done in accordance with AMM.
2.2
Replacement of defective components
When the defective component is removed from aircraft authorised MO personnel should complete a
unserviceable TAG, with details of removal date, position, flight hours (TAH) and cycles (TAC) at removal
date, and also reason of removal (full description of fault).
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MO personnel shall ensure that the component is drained of all fluids if appropriate and that all open
orifices, sockets, etc are blanked off. The MO personnel must ensure that no damage has occurred to the
component during removal by means of a general visual inspection.
The component with the full completed unserviceable TAG the will be send to the store.
2.3
Replacement for Trouble Shooting (T/S) of company owned component
2.3.1
Cross/Inter Change of components
In case, when it is not possible to identify exact cause of defect or malfunction due to non confirmative on
the ground it is allowed to perform Cross/Inter change of components for troubleshooting.
Cross change of components is change of components between different positions of an aircraft.
Conditions for both removed parts have to be considered as serviceable.
Authorised MO personnel must complete TLB page and also Cross/Inter Change Info (Form No
A9/ENG/016) with details.
If subsequent flights prove defect one of these parts, it will be replaced according procedure described
above in chapter 2.2.
Interchange of components is change of components between different aircrafts. There are two
possibilities:
When both interchanged parts are considered as serviceable.

In this case, there is same procedure as described above in Cross Change of components;
When one of the interchanged parts is considered as unserviceable.
In case of AOG or other circumstances situation it is allowed to perform interchange between
aircrafts and unserviceable part will be removed from its place. An unserviceable TAG has to be
attached at the part.
Interchange must be documented, complete by the Cross/Inter Change Info and by the appropriate entries
the TLB.
Report entry in the TLB page of the aircraft, from where was removed serviceable part will be open, and
aircraft will be considered as not ready for Release to Service, until serviceable part will be installed in
accordance with AMM and Certificate of Release to Service is issued by authorised MO personnel.
Also MO personnel must follow safety instructions during maintenance activities,that described in the Ramp
Service Manual (RSM-09).
2.3.2
Standby parts
When exact fault of component does not occur, it is allowed to replace the component for troubleshooting.
In this case authorised MO personnel have to issue Standby Note Recertification Label (Form
A9/INV/013) with details of removed component. MO personnel should ensure, that the component is
drained of all fluids if appropriate and that all open orifices, sockets etc. are blanked off. The Mo personnel
must ensure that no damage has occurred to the component during removal by means of a general visual
inspection.
Standby parts is considered as serviceable, indicating the reason for removal (Tech Log entry or
maintenance finding and For trouble shooting removed). The component is than send to the store.
If subsequent flights confirm that the failure was not related to the subject Standby-Part and no other
information indicates an unserviceable condition Standby-Part will be returned to serviceable condition by
issuing serviceable TAG (for internal use) according procedure PMP-02.
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If subsequent flights confirm that the failure was related to the subject Standby-Part, unserviceable TAG
will be issued and attached to the component.
2.4
Loan component
If a component is supplied by a third party (Loan), it must be removed again and returned to the owner.
When loan component is installed and removed from aircraft MO personnel must complete Standby NoteRecertification Label with details.
After removal of Loan part MO personnel shall ensure that the component is drained of all fluids if
appropriate and that all open orifices, sockets etc. are blanked off. The MO personnel must ensure that no
fault is occurred of this component during operation, and that no damage has occurred to the component
whilst it has been in the operation and during removal by means of a general visual inspection.
Then the component will be sent to store and next step of recertification and shipping to the owner will be
performed by Logistic Department according its procedure.
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THE CONTROL OF AIRCRAFT FUELLING QUANTITY/QUALITY
1.
INTRODUCTION
1.1
Requirement
It is important for all maintenance personnel to be fully conversant with the fuelling procedures and all the
safety practices and regulations whilst the aircraft fuelling is taking place. The primary safety concern when
fuelling operations are being carried out is that of fire and ultimately explosion.
All fuelling operations must be carried out in accordance with the appropriate Aircraft Maintenance Manual
(AMM).
1.2
Purpose
To identify procedures to be followed to ensure that aircraft fuel quality and fuelling standards are
maintained.
1.3
Responsibility
Fuelling activities on the companies aircrafts are performed by one of the following:
Georgian Airways authorised MO personnel.

Operating Flight Crew.
2.
PROCEDURE
2.1
General
To ensure an accurate means of monitoring and cross checking of fuel loads, the aircraft will be refuelled in
accordance with this procedure. There must be a strict NO SMOKING policy observed at all times.
Normally fuelling operations must be carried out in the open air with tank vents and fuelling equipment not
less than 15 metres (50 feet) from inhabited buildings, other than those parts constructed for the purpose of
direct loading or unloading of aircraft, such as air bridges, and only in areas approved by the relevant
airport authority.
The Fuelling Zone should be regarded as extending not less than 6 metres (20 feet) radially from the filling
and venting points on the aircraft and the fuelling equipment and, when applicable, from the hydrant valve
in use for the fuelling. When defuelling is taking place, the vehicle will be venting and will generate a
fuelling zone radiating from the tank vent.
A calculation of the amount of fuel to be uplifted must be made prior to fuelling, and any variation between
the calculated uplift and actual uplift must be within the prescribed limits as
laid down in the AMM.
Water Drain Checks on each aircraft fuel tank are to be carried out in accordance with the requirements as
laid down in the AMM.
Upon completion of the fuelling operation, it must be established that the correct amounts of fuel are on
board the aircraft prior to departure.
2.2
Precautions Prior to Fuelling
2.2.1
Type & Grade of Fuel
It must be established that the correct type and grade of fuel is on board the fuelling vehicle to be used.
2.2.2
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All personnel involved in the fuelling of aircraft should be familiar with the procedure for the call of Airport
Fire Service.
2.2.3
Fire Extinguishers
Suitable Fire Extinguishers should be provided at readily accessible positions. The owners of such Fire
Extinguishers should ensure by regular inspection and maintenance that this equipment is kept fully
serviceable.
2.2.4
Fire Warnings and Overheated Landing Gear
When an aircraft is displaying a fire warning or engine overheat warning on the flight deck, the
flight/maintenance personnel must warn the fuelling operative that fuelling should not begin until the cause
of the warning has been determined.
If any part of the Aircraft Landing Gear appears abnormally hot and the airport fire service has been called,
fuelling operations should not commence until a member of the airport fire service has confirmed that it is
safe to do so. Fuelling equipment must not be positioned at an aircraft, until the fuelling operative has been
advised that no risk remains.
2.2.5
Supervision of Fuelling
All fuelling operations should be supervised by an approved person (Georgian Airways Certifying Staff or
crew or Fuelling Supervisor).
It is the responsibility of this person to ensure the correct positioning of service equipment and fuelling
vehicles.
2.2.6
Clear Exit Paths
The Fuelling Supervisor or Georgian Airways Certifying Staff or crew should ensure that a clear path is
maintained from the aircraft to allow for the quick removal of fuelling vehicles and equipment, without
requiring the reversing of the fuelling vehicles.
All vehicles and equipment should be positioned to allow the unobstructed exit of persons from the aircraft
in an emergency.
2.2.7
Operation of Aircraft Equipment
Aircraft should not be fuelled within 30 metres (98 feet) of radar or HF equipment under test in aircraft or
ground installations.
2.2.8
Bonding and Earthing
During fuelling, the prevention of fire risks due to static electricity discharge is dependant upon effective
bonding between the aircraft and the fuel supply source. All bonding connections between ground
equipment and the aircraft should be made before filler caps are removed and not broken until the filler
caps have been replaced.
2.2.9
Skin Contamination by Fuel
Contamination of the skin by kerosene can cause serious burns, especially if the soiled clothing is worn
after the contamination. Therefore immediate first aid should be sought and contaminated clothing removed
as soon as possible.
2.2.10 Water Drain Checks
A check should be made on the fuelling vehicle prior to fuelling the aircraft to ensure that the contents are
contaminating free.
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Precautions during Fuelling Operations
All fuelling operations must be carried out in accordance with the appropriate Aircraft Maintenance Manual.
The following precautions during fuelling operations must be observed:
Vehicles performing aircraft servicing functions must never be driven under aircraft wings.
All ground equipment such as platforms, steps ect must not be positioned so that the aircraft
settling under the fuel load will not impinge on the equipment.
Aircraft Oxygen systems should not be replenished.
Aircraft External strobe lighting should not be operated.
The practice of connecting and disconnecting electrical power sources should be avoided.
The APU should not be started if it can be established that the jet efflux will discharge into the
fuelling zone.
Additional Precautions to be taken when Passengers remain on board during Fuelling Operations:
2.4
Air traffic control and the aerodrome fire services are to be advised that refuelling or defuelling will
be taking place with passengers on board. A pilot or an engineer is always to be in attendance at
the aircraft and aerodrome fire services to be provided;
Crew, staff and passengers are to be advised that refuelling or defuelling is about to take place;
'Fasten Seat Belt' signs must be off; 'No Smoking' signs must be on together with interior lighting to
enable emergency exits to be identified;
Passengers are to be briefed not to smoke at any time on the ground and to remain seated, but
with seat belts unfastened, until the refuelling has been completed;
Passenger loading stand to be provided at two main exit doors;
A crew member is to be stationed at two main exit doors to assist in the evacuation if an
emergency should occur. These doors must be manned throughout the fuelling operation.
Whenever an exit with an inflatable escape slide is designated to meet the above requirements, the
ground area beneath the exit and the slide deployment area should be kept clear of all external
obstructions and the fuelling overseer informed accordingly;
If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises refuelling
or defuelling must be stopped immediately;
No items of electrical equipment belonging to individuals, including mobile telephones, may be
switched on or off whilst refuelling or defuelling is in progress;
The position of the fuel bowser or installation relative to the aeroplane is to be such that it will not
impede the rapid exit of passengers if an emergency evacuation becomes necessary;
However not withstanding the foregoing an operator shall ensure that no aeroplane is refuelled or
defuelled with widecut fuel (e.g. Jet B or equivalent) or when a mixture of these types of fuel might
occur, when passengers are embarking, on board or disembarking;
At least one pilot, in contact with ATC, should remain on the flight deck. If fuelling is complete
boarding may commence without the presence of a pilot provided that a properly briefed engineer
is present. Away from base this would normally require one pilot to remain on the flight deck.
Fuel Spills during Fuelling
In the event of a fuel spillage action should be immediately taken to stop the fuel flow and the aircraft
commander/crew informed. The following action may be appropriate although each
spillage will need
to be treated as an individual case because of such variables as the size
and location of the spillage,
and prevailing weather conditions.
In the case of fuel spillages occurring which measure greater than two metres (6.5 feet) the
supervisor should:
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Stop the fuelling operation immediately

Notify the Airport Fire Service
Prevent movement of persons or vehicles into the affected area and ensure that all activities in the
vicinity are restricted to reduce risk of ignition.
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Engines of vehicles within six metres (20 feet) of a spillage should not be started until the area is
declared safe.
Liase with the Airport Fire Service and Airport Authority to ensure that effective clean up
operations are conducted. it may be necessary to move the aircraft to another location if the
spillage is severe any covers a large area.
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LMP-05 COLD AND INCLEMENT WEATHER CONDITIONS PROCEDURES

1.
INTRODUCTION
1.1
Requirement
Winter month weather conditions require additional procedures to maintain serviceability and safe flight
characteristics. Winter brings snow and ice conditions which, unless adequately addressed, may impair the
operational characteristics of the aircraft.
When freezing conditions are forecasted, consideration should be given to draining all the potable water
and toilet fluid contents from the aircraft.
During high wind velocity conditions, which may occur any time of the year, precautions must be taken to
reduce the possibility of damage to aircraft and equipment. During heavy and/or persistent rain,
precautions must be taken to ensure that excess amounts of water do not enter the aircraft and cause
damage to equipment.
Whenever the aircraft are parked for prolonged periods at airports that are susceptible to sand or dust
contamination, precautions must be taken to prevent contamination to aircraft systems wherever possible.
1.2
Policy
It is Georgian Airways policy to ensure that the staff takes every necessary precaution to deal with winter
and inclement weather conditions in accordance with these procedures.
1.3
Responsibility
The Flight Crew and/or authorised personnel are responsible to ensure that the aircraft is correctly de-iced
prior to accepting the aircraft for service. The staff is responsible for monitoring the de-icing/anti-icing
operation, and ensuring that the correct fluid is applied. Certification as such is made in the Aircraft
Technical Log Book page, together with details of the start and end time of the operation, and the mix, and
type of fluid used. The de-icing/anti-icing operation is contracted out to appropriately approved
organisations.
All personnel engaged in de-icing/anti-icing must ensure that they are acquainted with any prevailing local
airport regulations. Particular care must be taken to establish the areas of the airport where de-icing may
take place in order that local drainage and pollution controls are observed.
During periods of high wind and rain it is the responsibility of the certifying staff to ensure that the aircraft is
correctly parked and chocked, and that all ground equipment is clear of the aircraft. During freezing
conditions below a certain temperature the aircraft potable water and toilet fluid should be drained.
If the aircraft is parked for prolonged periods at an airport where the aircraft is susceptible to sand and dust
contamination, vital areas must be blanked off.
When an aircraft is parked down route where no maintenance support facilities are available the flight crew
shall comply with the above.
2.
PROCEDURE
2.1
Freezing Conditions
Whenever De-icing and/or Anti-icing operations are considered necessary the Aircraft Maintenance Manual
should be consulted (Aircraft Maintenance Manual (AMM) 12-33-01 and 12-33-02 refer).
2.1.2
Definitions
2.1.2.1 De-icing
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A procedure by which frost, ice, slush, and snow is removed from an aircraft in order to provide
uncontaminated surfaces.
2.1.2.2 Anti-icing
A precautionary procedure that provides protection against the formation of frost or ice and accumulations
of snow on treated surfaces of the aircraft for a limited period of time.
2.1.2.3 De/Anti-icing
De/anti-icing is a combination of the two operations described above and can be performed in either one or
two steps. With one-step de/anti-icing the fluid used to de-ice the aircraft remains on the aircraft surfaces to
provide a limited anti-icing capability. Two- step de/anti-icing consists of two distinct steps. The first step,
de-icing, is followed by the second step, anti-icing, as a separate fluid application.
2.1.2.4 Holdover Time
The holdover time is the estimated time that the de-icing/anti-icing fluid will prevent frost, ice and snow from
forming or accumulating on the protected surfaces of the aircraft under certain weather conditions.
2.1.2.5 Freezing Conditions
Defined as an Outside Ambient Temperature (OAT) below 3 degrees Celsius and visible moisture in any
form (such as fog, rain, snow, sleet or ice crystals) or when standing water slush, ice or snow is present on
the runway.
2.1.2.6 Frost (Including Hoar Frost)
A crystallised deposit, formed from water vapour on surfaces which are at or below 0 degrees Celsius.
2.1.2.6 Steady Snow
Continuous precipitation in the form of ice crystals or flakes, which may accumulate on aircraft surfaces.
2.1.2.7 Freezing Fog
Defined as a cloud of super cooled water droplets that freeze upon impact to form a deposit of ice on
objects in cold weather conditions. The visibility at ground level is generally reduced to less than 1km
during this condition.
2.1.2.8 Freezing Rain
Precipitation of liquid water particles, which freeze upon impact with, exposed surfaces and objects.
Precipitation consists of drops of water greater than 0.5mm diameter.
2.1.2.9 Rain on a Cold Soaked Wing
Water droplets from rainfall forming sheeting on the wing upper surface when the temperature of the
aircraft wing is at or below 0 degrees Celsius. This phenomenon can occur at ambient temperatures up to
+15 degrees Celsius and is critical.
2.1.3
Process
Personal should ensure that anti-icing/de-icing operations appropriate to the conditions are carried out prior
to departure and that inspections indicate that all significant deposits of hoar frost, ice and snow have been
removed satisfactorily from flight controls, wings and stabilisers.
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If conditions are severe and the aircraft is to remain on the ground for a length of time that would allow a
build up of ice and snow, consideration should be given to anti-icing the aircraft as soon as possible after
landing.
Prior to departure the fuselage and vertical stabiliser surfaces should be free from ice and snow. Thin hoar
frost on the upper fuselage is permissible in accordance with the AMM 12-33-01. Reference should always
be made to the AMM.
De-icing fluid must not be sprayed into engine or APU inlets, exhausts, engine thrust reversers, probe
inlets, static ports, scoops, vents, drains, etc, but all must be clear of ice and snow. Should it be necessary
for the engines or APU to be running, the air conditioning packs and bleed valves must be closed.
Hot fluid must not be sprayed directly onto cold windscreens/windows.
When performing de/anti-icing, ice and snow must not be forced into openings around flight control
surfaces.
After the removal of ice and snow operate all flight controls through their full range of movement. Have a
person on the ground verify that all surfaces do move full travel. If you think that seals are frozen or there
are blockages, then move the control surfaces manually before you apply power.
Note: It is essential that flight deck personnel are notified prior to moving any control surface
manually.
Make sure that there is no ice, snow or slush collected in the landing gear or wheel well areas.
Make sure that all drains are clear and not blocked.
Make sure that the Angle of Attack sensors are clear of ice and ice and or snow and that sensors move
freely.
Large deposits of dry snow on wing surfaces etc, maybe removed with brooms.
The Fuselage maybe cleared using ropes or fabric laid over the fuselage and see-sawed over the top
surface, care must be taken not to damage equipment and surface finishes.
Care must be taken not to damage equipment and antennas, when using manual methods of clearance. A
check should be made of all aerials/antennas for damage after the fuselage has been cleared.
De-icing details are to be entered into the Technical Log Book Page in the allotted space.
Holdover protection is achieved by a layer of anti-icing fluid remaining on and protecting the aeroplane
surfaces for a period of time.
With a one-step de-icing / anti-icing procedure, the holdover time begins at the commencement of de-icing /
anti-icing. With a two-step procedure, the hold over time begins at the commencement of the second (antiicing) step.
Should frozen deposits form or accumulate on an aeroplane surface, the holdover time will have
run out.
2.1.4
De/Anti-icing
NOTE: DE-/ANTI -ICING APPLICATION HAS TO BE CO-ORDINATE WITH PIC AND GROUND OPS
AND CARRIED OUT AS NEAR TO DEPARTURE TIME AS POSSIBLE TO ACQUIRE MAXIMUM
HOLDOVER TIME.
ATTENTION: THE HORIZONTAL STABILIZER MUST BE POSITIONED IN NOSE DOWN
(STABILIZER LEADING EDGE FULL UP) BEFORE DE-/ANTIICING!
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2.1.4.1 De-icing and inspection after landing with slash on runways

The crew will note in TLB that flaps/slats are not fully retracted before inspection and removal of ice and
snow.
Check the following:
Rear spar area of the wing (above and in front of the flaps)
Engine air intakes and fan ducts
Landing gear including wheels, breaks and wheel well areas
Stabilizers, elevators and rudders
After inspection, areas free of ice and snow retract flaps/slats, sign off inspection and functional test in TLB.
2.1.4.2 Necessity for de-/anti-icing
This is referred to as the clean airplane concept.
NOTE: A layer of frost 1/8-inch thick or less on the lower wing surfaces (in the spar area) is
permitted if it is caused by very cold fuel.
Thin hoar frost is permitted on the top surface of the fuselage if all constant thickness with a sharp
crystalline texture. Hoar frost it thin, when markings, paint lines or letters are still visible. Carefully examine
the top of the wings to determine clear ice. It is possible that the clear ice can only be found by touching
with hand.
Clear ice must be removed before take-off.
2.1.4.3 Anti-icing for extended transits or parking the aircraft
When any precipitation or frost is expected, protect clean surface of aircraft with ISO type II or type IV fluids
(see OM, Part A, Chapter 08.02.04).
CAUTION: THE REPEATED APPLICATION OF TYPE II OR TYPE IV, WITHOUT THE SUBSEQUENT
APPLICATION OF TYPE I OR HOT WATER, MAY CAUSE A RESIDUE REHYDRATE AND FREEZE
UNDER CERTAIN TEMPERATURE, HIGH HUMIDITY AND/OR RAIN CONDITIONS. THIS RESIDUE
MAY BLOCK OR IMPEDE CRITICAL FLIGHT CONTROL SYSTEMS. THIS RESIDUE MAY REQUIRE
REMOVAL.
2.1.4.4 Post de-/anti icing check (only on crew request)
After completion of de/anti-icing check the following:
Carefully examine the tip of the wings to determine clear ice by touching with hand
Rear spar area of the wing (above and in front the flaps)
Engine air intakes and fan ducts. Turn fan by hand & check for free rotation and fan blades free of
ice
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Landing gears including wheels, brakes and wheel well area
Remove all de-/anti-icing fluid from cockpit windshields
Pitot tubes, static ports and sensors are clear of ice and snow
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2.1.4.5 Fluid types

ISO Type I Fluid (not thickened) - This fluid has a high glycol content and low viscosity in its concentrated
form. De-icing performance of the fluid is good. However due to low viscosity, it has only a limited anti-icing
protection during freezing precipitation.
It is used predominately for removing frozen deposits from aeroplane surfaces, either as a first in two-step
operation or where has stopped. With this type of fluid no additional protection is provided by increasing the
concentration of the fluid in the fluid/water mix. Type 1 fluids are usually clear.
The freezing point of the ISO Type I heated fluid of either one step de-icing/anti-icing or as the second in a
two-step operation shall be at least 10 Deg C below the ambient temperature.
The freezing point of the ISO Type I fluid mixture used the first step in a two step operation shall not be
more than 3 Deg C above ambient temperature.
ISO Type II Fluid (thickened) - This fluid generally has lower glycol content form than Type 1 fluid due to
the inclusion of a pseudo plastic thickening agent.
This effectively means that when applied to the surface of the aeroplane the viscosity is high, thus allowing
the fluid to remain on and protect against freezing precipitation for a period of time. However, the
increasing effect of the airflow over the wing during the take-off roll will effectively shear the fluid, reducing
its viscosity and allowing it to readily flow off the critical concentration of the fluid/water mix.
Type II fluids are usually straw coloured.
ISO Type IV Fluid (thickened) - This fluid is similar in both composition and operation to Type II fluids.
However through the use of advanced thickening systems it provides more holdover time than Type II
fluids, when used in concentrated form. As with Type II fluids the holdover tome can be extended by
increasing the concentration of the fluid/water mix.
Type IV fluids are usually coloured green.
2.1.4.6 Water Draining
Potable Water and Toilet systems must be drained when the temperature is forecast to be below 0 c and
the aircraft is to remain on the ground for a period of five hours or more. It is imperative that when draining
the potable water system, the power supplies to the toilet water heaters, water compressor (if installed) and
water quantity gauge are isolated.
The aircraft maintenance manual (AMM) Potable Water System Servicing 12-14-00 and Waste Tank
Servicing 12-17-00 refer accordingly.
2.2
High Wind Velocity Conditions.
The Boeing 737 is made to be resistant to high velocity ground winds from all angles without mooring.
However, if high velocity winds are expected, certain parking tasks should always be performed. The AMM
Chapter 101300 and 102100 describes in detail what actions are required. The basic actions required
would be to apply the park brake, double chock the aircraft nose wheel and main wheels, set the horizontal
stabiliser to zero pilot units, and ensure the flaps are up. Engine intake and exhaust blanks should be
installed as required.
Consideration should also be given to the amount of fuel that is on board the aircraft. If high velocity winds
are forecast in excess of 30 knots refuel the aircraft to full wings fuel, ensuring that less fuel is not required
for the next flight.
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All ground equipment should be moved well away from the aircraft to prevent contact with the aircraft
should the aircraft move.
2.3
Heavy/Persistent Rain Conditions
If heavy/persistent rain is forecasted then all necessary precautions must be taken to prevent water from
entering the aircraft. All doors and hatches must be kept closed as is practical. Particular care must be
taken if the aircraft is parked for extended periods.
2.2
Sand & Dust Conditions
Contamination can be caused by strong winds, engine jet exhausts, landing on dusty airstrips etc.,
accumulations could build up e.g. flap and flying controls recesses, inlet ducts, engine intakes, compressor
fan blades, wheel bays, pitot/static vents etc.,
If the aircraft is to be parked at an airport for any length of time where dust and sand contamination is a
possibility, then the following actions must be taken:
Flaps, leading edge devices to be in the up position

Stabiliser Trim set at neutral
Engine Intakes and Exhausts blanked off
Doors and Windows closed
Pitot and Static ports blanked off
A check should be carried out prior to flight to ensure that all blanks and covers have been removed and
that all exposed recesses are not contaminated.
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SAFETY INSTRUCTIONS DURING MAINTENANCE ACTIVITIES
INTRODUCTION
1.1
General
To ensure a safe and efficient execution of Maintenance Activities.

1.2
Scope
MO productive Maintenance personnel.

1.3
Responsibility
Safety Instructions to be followed

Monitoring of compliance
2.
all maintenance personnel involved

Shift Leaders, Managers
Description
The safety instructions included in the work instructions are to be followed.

Additional MO safety instructions have been established for the following purpose:
Warning Tags used in the Maintenance Process (Form A9/ENG/017):
WARNING DO NOT OPERATE
PLASTIC CLIP INOPERATIVE DO NOT OPERATE
DO NOT APPLY POWER Label
This warning tag, the plastic clip or the label is used to avoid operation of aircraft systems.
It has to be attached to the system operating elements (flight and engine controls, switches, C/Bs, safety
devices) before commencement of work.
The following data has to be indicated on the tag:
- System / Part
- Reason
- Date
- Signature / Stamp
And following data has to be indicated on the label:

- Name / PK
- Date
- Reason
CAUTION PART REMOVED.

In the event that smaller components are removed for repair in the process of maintenance work, the
above mentioned tag has to be attached for visual identification marking.
The following data are to be filled in:
- Part
- P /N
- S /N
- Removed from
- Reason
- Date
- Signature / Stamp
CAUTION LEAK CHECK

All maintenance processes requiring a leak check, the above mentioned tag has to be attached for visual
identification purposes.
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Data to be filled in:

- A/C Registration
- Eng. / APU / S/N
- Part
- Reason
- Date
- Signature / Stamp
IDENTIFICATION
Note: If work is performed by one person only, the Identification tag is not required.
Parts removed for access only, have to be checked for general condition.
Parts without compliant get an Identification tag, filled out with following data:
- Aircraft Registra
- Location
- Release to Service
- Signature/Stamp /PK
- Date
Parts have to be placed into the respective shelf.
Unserviceable parts have to be placed into the U/S shelf. The complaint has to be entered on the NRC,
Unserviceable-and NRC-number has to be entered and marked on the Identification tag.
The repair of an unserviceable part will be controlled by NRC. After repair the NRC will be signed-off. On
ID-tag the field release to service has to be marked and the fields:
- Signature/Stamp/PK
- Date
have to be filled out.
SECURING OF MAINTENANCE SITES

Access or other openings made for maintenance purposes, have to be secured in such a way as to prevent
damage from leaving tools and to avoid contamination/pollution caused by external foreign substances /
materials.
DOUBLE INSPECTION FOR FOREIGN OBJECTS
After termination of maintenance work and before closing accesses such as fuel tank panels of other
access where foreign objects are difficult to see, a double inspection has to be performed and confirmed on
the corresponding work instruction.
]
LMP
ISSUE 1
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MCM/MOE- APPENDIX 3
LMP-07
1.0
INTRODUCTION
1.1
Requirement
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GROUND RUNNING OF AIRCRAFT ENGINES
During the course of maintaining aircraft, it will be necessary to ground run engines for maintenance
purposes. Ground running of aircraft engines may only be carried out by suitably trained and approved
members of staff and must always be carried out in accordance with the by-laws in force at the airport
where the maintenance is being carried out. Away from base, it is highly recommended that contact be
made with air traffic control by telephone, prior to contacting them over the R/T to clarify local procedures
and to explain what is intended. Any engine ground run must be carried out by a minimum of 2 competent
personnel.
It is not the intention of this procedure to describe how to run specific aircraft type engines. The Aircraft
Maintenance Manual for the specific type should always be consulted for such information prior to
performing any aircraft engine ground run.
1.2
Responsibility
The appropriately authorised certifying staff is responsible for performing engine ground runs as
circumstances dictate.
2.
2.1
PROCEDURE
General
Only appropriately authorised personnel may carry out aircraft engine ground runs. Personnel requiring
approval to ground run aircraft engines will be required to submit a Special Task Rating Authorisation
(Form No A9/QAD/015) due endorsed by an approved examiner.
When an engine ground run is required, authorisation from the local airport authority to carry out the engine
run must be obtained in accordance with the local airport procedures.
There will be strict compliance with all local airport requirements regarding aircraft engine ground running,
i.e. location of the aircraft for the ground run, night curfews, special procedures, etc.
Immediately prior to carrying out any engine ground run, start clearance must be obtained from both Air
Traffic Control (ATC, via the aircraft radios), and the headset man (via the aircraft intercom). A listening
watch of ATC is to be maintained during the engine run. Aircraft Anti-collision lights shall be displayed
whenever engines are about to be started and at all times whilst running. ATC shall be informed when the
engine run is complete.
In the event of an emergency, ATC is your fastest means of contacting the Airports Emergency Services.
Aircraft wheels must be chocked as required, and the aircraft positioned into wind as circumstances dictate.
The ground area below the engine intakes should be checked for loose material, and the aircraft
repositioned as required. If the engine ground run requires high power settings, consideration should also
be given to the condition of the ground area behind the aircraft engine exhaust, as loose material may be
thrown up causing damage to the aircraft structure, and possibly to other aircraft and/or facilities.
Prior to carrying out any engine ground runs, always refer to the Aircraft Maintenance Manual (AMM) in
order to obtain details regarding danger areas, precautions and operating limitations.
The suitably authorised personnel carrying out the ground run will occupy the left hand flight deck seat, be
in sole charge of the aircraft and be totally responsible for the safety of both the aircraft and the supporting
ground crew. Only the personnel in charge shall initiate the ground runs.
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During an engine run, ground crew will be kept to the minimum number of personnel needed to safely
complete the engine run requirements. It will consist of a headset man at the front of the aircraft, to
maintain contact between the flight deck and the ground crew at all times. The headset man shall be
responsible for maintaining a careful watch for any passing traffic behind the aircraft at all times. If it is felt
necessary a member of the ground crew should be positioned accordingly to assist.
A separate person should be assigned to carry out any adjustments or leak checks as necessary, which is
fully conversant with the correct way to approach an engine which is running, the adjustment points on the
engine and the tooling needed to carry out any adjustments.
No member of the ground crew is to approach a running engine until clear permission from the personnel in
charge of the ground run has been received via the headset man. All ground crew members are to be well
clear of all danger zones as defined in the AMM and in clear visual range of the personnel in charge
whenever the engine is to be operated above idle power.
Engine ground runs are to be kept to a minimum required to satisfy the requirements of the AMM. All fuel
used in the course of carrying out engine ground runs is to be recorded in the Aircraft Technical Log Book
page (see also LMP-03).
2.2
Ground Running On Passenger Aprons
Engine Starts and Ground Runs carried out on Passenger Aprons MUST always be carried out in liaison
with the Ground Handling Agent or Personnel who is familiar with the local procedures involved for engine
starting at that particular airport. If flight deck personnel and cabin attendants are to be on board the aircraft
during the engine run, they must be advised of the situation.
If it is necessary to carry out an engine run with passengers on board the aircraft, the Flight Deck personnel
and Cabin Attendants must be advised, and they should advise the passengers accordingly of the situation
and that all seat belts should be kept unfastened.
It is essential that the ground-handling agent be consulted prior to any engine ground run on stand. They
must ensure that all supporting agencies are informed of the requirement and that all personnel are kept
well away from the aircraft during the engine run. Aircraft must not be refuelled during engine ground runs.
As most passenger apron areas prohibit ground running above idle power, many occasions will necessitate
repositioning the aircraft to a remote area. Engines shall not be run at higher than idling power unless
permission has been sought from ATC. Whilst ground runs are being carried out, a listening watch of ATC
must be carried out in case of further instructions from ATC are issued.
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MCM/MOE- APPENDIX 3
LMP-08
1.
INTRODUCTION
1.1
Requirement
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AIRCRAFT PRESSURISATION RUNS
During the course of maintaining aircraft, it may be necessary to carry out aircraft pressure runs on the
ground.
It is not the intention of this procedure to describe how to carry out specific aircraft type pressurisation
checks. The Aircraft Maintenance Manual for the specific type should always be consulted for such
information prior to performing any aircraft pressurisation run.
1.2
Purpose
To define a procedure to be adopted by suitably qualified maintenance personnel when performing

pressurisation checks and tests.
1.3
Responsibility
The appropriately authorised certifying staff is responsible for performing aircraft pressure runs as
circumstances dictate.
3.
PROCEDURE
2.1
General
All Aircraft pressurisation Runs and tests will be performed strictly in accordance with the Aircraft
Maintenance Manual (AMM), observing all procedures and precautions therein contained. Aircraft Engines
or APU may be used to supply air for these runs and tests.
Only personnel holding engine ground run/management approval will be authorised to conduct aircraft
pressurisation runs. The number of persons required to take part in these tests shall be kept to a minimum
required for safety and to perform the required tests satisfactorily.
A minimum of one observer in addition to the MO personnel in charge will be present on the aircraft during
runs. The aircraft will be cleared of all other personnel not required.
A minimum of two ground observers will be present, one of which, the headset man shall maintain
constant contact with the maintenance personnel in charge on the flight deck. They shall be responsible for
ensuring that the area around the aircraft is kept clear at all times, prior to and during the pressure run.
Cabin pressure must always be increased/decreased slowly, and all ground observers kept constantly
informed of such actions in order to ensure that no hatches/doors are opened inadvertently during the
pressurisation runs/tests. Leak checks of doors and hatches should be performed with caution, especially if
any engine is running, and the maintenance personnel in charge must always be informed prior to
conducting such checks.
2.2
Medical Fitness of maintenance personnel performing Pressurisation Runs/Tests.
MO personnel performing Aircraft Pressurisation Runs or acting as observers must be medically fit to do
so. MO personnel with head colds, ear infections etc, should not conduct aircraft
pressure runs. If
any doubt exists, medical advice must be sought.
2.3
Aircraft Pressurisation Runs using the Aircraft Engines for air supply
Immediately prior to carrying out any engine ground run, start clearance must be obtained from both Air
Traffic Control (ATC, via the aircraft radios), and the headset man (via the aircraft intercom). A listening
watch of ATC is to be maintained during the engine run. Aircraft Anti-collision lights shall be displayed
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2.4
Aircraft Pressurisation Runs using the Aircraft Auxiliary Power Unit (APU) for air supply
The Aircraft Auxiliary Power Unit may be used for supplying air to the cabin in order to conduct the
pressurisation checks. Reference should be made to the appropriate AMM for precautions, and limitations
when running the APU.
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LMP-09
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PUSH BACK, TOWING AND PARKING OF AIRCRAFT
Whenever aircraft are to be moved by means of a Tug, certain procedures must be adhered in order to
ensure a safe and efficient operation. When aircraft are parked they are to be parked in accordance with
this procedure. Definitions used are as follows:
1.2
Push-backs are defined as an aircraft move by a Tug with Flight Crew in command.
Towing aircraft is defined as an aircraft move by a Tug with a Brakeman on board.
Parking is defined as an aircraft at rest and unattended.
Policy
It is Georgian Airways policy to ensure that aircraft are parked and moved in accordance with this
procedure and local airport procedures. Details of Push-back and Towing practices can be found in the
Aircraft Maintenance Manual (AMM) Chapter 09-10-00. Details of aircraft parking can be found in the
Aircraft Maintenance Manual (AMM) Chapter 10-11-00.
1.3
Responsibility
Georgian Airways maintenance staffs perform all moving of aircraft at TBS airport.
2.0
PROCEDURE
2.1
Push-Back.
Push-Back and towing aircraft are dictated by the Commercial Programme coupled with the airport
facilities.
These services are performed by approved Georgian Airways personal or sub-contracted to Agency's
trained and approved personal.
Push-Back require a team comprising of a Tug- Driver, a person communicating with the Flight Deck and
Look outs as required. The team will have clear instructions and responsibilities and comprise of trained
staff authorised to carry out the duties.
The equipment used during the push-back will be serviced by the approved methods.
During a push-back, the team will receive instructions from the Flight Deck via a ground headset. The
Headset Man will ensure the Steering By-Pass is operated as necessary, and that doors and hatches are
closed.
The Flight Deck will determine the time to commence pushback through Ground Movement Control. This
information is relayed to the team with a 'BRAKES OFF' and 'CLEAR TO PUSH' command by the Flight
Deck.
The Headset Man will ensure that jetties, loading equipment, steps, etc., are clear of the aircraft, the
chocks are removed and the push-back is commenced, ensuring there is no conflict with taxiing aircraft or
passing vehicles.
When the push-back is completed, the team member controlling the push-back will request the Flight Deck
to 'SET BRAKES'. On confirmation of 'BRAKES SET' from the Flight Deck,
The tow bar is disconnected by removing the bar from the tug-end first, then disconnecting
towhead from the aircraft leg.
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After the tug and tow bar are clear of the aircraft, steering by-pass will removed as appropriate.
The team member controlling the push-back moves clear of the aircraft and displays to the Flight Deck
that steering by-pass has been removed and that the aircraft is now clear to proceed by using standard
signals.
2.2
Towing
Towing of aircraft is under the control of the Georgian Airways maintenance staff or contracted Line
Maintenance organisation. The Shift Leader has the responsibility of supervising the aircraft tow operation
and must ensure the correct towing methods, equipment and procedures are used, as detailed in the
Operations and/or Maintenance Manual. Before moving the aircraft, the MO personnel must ensure the
aircraft is in a satisfactory condition to be moved with the Brake System operational and Accumulators
charged.
The MO personnel must ensure the team dispatched to carry out the tow operation are all suitably qualified
and approved to carry out the task and comprise of:
A Tug Driver
Aircraft Brakeman
Headset Man
Sufficient Look out persons to cover wing tips and tail, as required.
The Shift Leader must ensure the team is fully briefed on the tow operation and that each individual
understands his responsibility .The Aircraft Brakeman will determine the time to commence the tow through
Ground Movement Control. This information is relayed to the Headset Man, who will inform Tug Driver and
Brakeman will be requested that the Brakes be released and upon completion of the towing operation
requesting the brakes to be set.
Note: Constant communication between the brakeman and Headset Man should be maintained throughout
the towing operation. The aircraft Landing Gear Locks engagement and the Navigation Lights illumination
is to be actioned as necessary. It will be necessary to run the APU in order to provide electrical power. Only
authorised personnel shall be permitted to run the APU.
The Headset Man will ensure the Steering By-Pass is operated as necessary.
If the tow is in close proximity of aircraft, buildings or obstructions, the team must be guided by a Headset
Man, who places himself into a position, where he can see and be seen by the Tug Driver and the LookOuts.
Extreme care is to be exercised when manoeuvring aircraft into and out of hangars or between other
aircraft or obstructions. During this period the aircraft is to move at a slow pace and both Brakeman and
Tug Driver are to be prepared to react immediately to an Emergency Stop order.
UNDER NO CIRCUMSTANCES IS ANY PERSON TO BOARD OR ALIGHT FROM A MOVING TUG OR
AIRCRAFT.
ALL AIRPORTS LAW REGULATIONS REGARDING THE MOVEMENT OF AIRCRAFT ARE TO BE
STRICTLY ADHERED TO.
If the aircraft is subject to a Bomb threat and the Airport Authority/Police require the aircraft to be moved
volunteers for a Tow Team are requested. If no volunteer Brakeman is forthcoming, the aircraft may be
towed without a Brakeman provided brakes are OFF and the aircraft is towed at a very slow walking pace
with volunteers available to walk beside each main undercarriage, each with a chock ready to position
simultaneously in front of the wheels in the event the tug becomes detached from the aircraft. Use of an
alternative method is permitted provided the Shift Leader is satisfied that the aircraft can be secured in the
event of accidental Tug disengagement from the aircraft.
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As with push-back, the all equipment used during towing must be properly serviced.
2.3
Parking
Parking is only allowed at designated areas on the airfield.

Parked aircraft are to be broken, chocked fore and aft and configured in accordance with the Operations
and Maintenance Manual. Particular attention is to be paid to:
Position of wheel chocks.

Blanks (covers with warning flags clearly visible).
Electrical power to be switched off and disconnected when not required.
All doors, windows, access panels and hatches closed and locked.
Brake accumulators are to be checked and replenished as necessary at 12hour intervals if parking
brakes left on.
Whenever weather forecasts predict high winds particular attention must be paid to the requirements of the
Aircraft Maintenance Manual Chapter 10 which details the procedures to be taken to prevent damage to
aircraft and systems.
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2.4
Aircraft Pressurisation Runs using the Aircraft Auxiliary Power Unit (APU) for air supply
The Aircraft Auxiliary Power Unit may be used for supplying air to the cabin in order to conduct the
pressurisation checks. Reference should be made to the appropriate AMM for precautions, and limitations
when running the APU.
LMP
ISSUE 1
FEBRUARY 2009
MCM/MOE- APPENDIX 3
LMP-09
1.0
INTRODUCTION
1.1
Requirement
Part
Page
Revision
Date
5
25 of 27
0
Feb 2009
PUSH BACK, TOWING AND PARKING OF AIRCRAFT
Whenever aircraft are to be moved by means of a Tug, certain procedures must be adhered in order to
ensure a safe and efficient operation. When aircraft are parked they are to be parked in accordance with
this procedure. Definitions used are as follows:
1.2
Push-backs are defined as an aircraft move by a Tug with Flight Crew in command.
Towing aircraft is defined as an aircraft move by a Tug with a Brakeman on board.
Parking is defined as an aircraft at rest and unattended.
Policy
It is Georgian Airways policy to ensure that aircraft are parked and moved in accordance with this
procedure and local airport procedures. Details of Push-back and Towing practices can be found in the
Aircraft Maintenance Manual (AMM) Chapter 09-10-00. Details of aircraft parking can be found in the
Aircraft Maintenance Manual (AMM) Chapter 10-11-00.
1.3
Responsibility
Georgian Airways maintenance staffs perform all moving of aircraft at TBS airport.
2.0
PROCEDURE
2.1
Push-Back.
Push-Back and towing aircraft are dictated by the Commercial Programme coupled with the airport
facilities.
These services are performed by approved Georgian Airways personal or sub-contracted to Agency's
trained and approved personal.
Push-Back require a team comprising of a Tug- Driver, a person communicating with the Flight Deck and
Look outs as required. The team will have clear instructions and responsibilities and comprise of trained
staff authorised to carry out the duties.
The equipment used during the push-back will be serviced by the approved methods.
During a push-back, the team will receive instructions from the Flight Deck via a ground headset. The
Headset Man will ensure the Steering By-Pass is operated as necessary, and that doors and hatches are
closed.
The Flight Deck will determine the time to commence pushback through Ground Movement Control. This
information is relayed to the team with a 'BRAKES OFF' and 'CLEAR TO PUSH' command by the Flight
Deck.
The Headset Man will ensure that jetties, loading equipment, steps, etc., are clear of the aircraft, the
chocks are removed and the push-back is commenced, ensuring there is no conflict with taxiing aircraft or
passing vehicles.
When the push-back is completed, the team member controlling the push-back will request the Flight Deck
to 'SET BRAKES'. On confirmation of 'BRAKES SET' from the Flight Deck,
The tow bar is disconnected by removing the bar from the tug-end first, then disconnecting
towhead from the aircraft leg.
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After the tug and tow bar are clear of the aircraft, steering by-pass will removed as appropriate.
The team member controlling the push-back moves clear of the aircraft and displays to the Flight Deck
that steering by-pass has been removed and that the aircraft is now clear to proceed by using standard
signals.
2.2
Towing
Towing of aircraft is under the control of the Georgian Airways maintenance staff or contracted Line
Maintenance organisation. The Shift Leader has the responsibility of supervising the aircraft tow operation
and must ensure the correct towing methods, equipment and procedures are used, as detailed in the
Operations and/or Maintenance Manual. Before moving the aircraft, the MO personnel must ensure the
aircraft is in a satisfactory condition to be moved with the Brake System operational and Accumulators
charged.
The MO personnel must ensure the team dispatched to carry out the tow operation are all suitably qualified
and approved to carry out the task and comprise of:
A Tug Driver
Aircraft Brakeman
Headset Man
Sufficient Look out persons to cover wing tips and tail, as required.
The Shift Leader must ensure the team is fully briefed on the tow operation and that each individual
understands his responsibility .The Aircraft Brakeman will determine the time to commence the tow through
Ground Movement Control. This information is relayed to the Headset Man, who will inform Tug Driver and
Brakeman will be requested that the Brakes be released and upon completion of the towing operation
requesting the brakes to be set.
Note: Constant communication between the brakeman and Headset Man should be maintained throughout
the towing operation. The aircraft Landing Gear Locks engagement and the Navigation Lights illumination
is to be actioned as necessary. It will be necessary to run the APU in order to provide electrical power. Only
authorised personnel shall be permitted to run the APU.
The Headset Man will ensure the Steering By-Pass is operated as necessary.
If the tow is in close proximity of aircraft, buildings or obstructions, the team must be guided by a Headset
Man, who places himself into a position, where he can see and be seen by the Tug Driver and the LookOuts.
Extreme care is to be exercised when manoeuvring aircraft into and out of hangars or between other
aircraft or obstructions. During this period the aircraft is to move at a slow pace and both Brakeman and
Tug Driver are to be prepared to react immediately to an Emergency Stop order.
UNDER NO CIRCUMSTANCES IS ANY PERSON TO BOARD OR ALIGHT FROM A MOVING TUG OR
AIRCRAFT.
ALL AIRPORTS LAW REGULATIONS REGARDING THE MOVEMENT OF AIRCRAFT ARE TO BE
STRICTLY ADHERED TO.
If the aircraft is subject to a Bomb threat and the Airport Authority/Police require the aircraft to be moved
volunteers for a Tow Team are requested. If no volunteer Brakeman is forthcoming, the aircraft may be
towed without a Brakeman provided brakes are OFF and the aircraft is towed at a very slow walking pace
with volunteers available to walk beside each main undercarriage, each with a chock ready to position
simultaneously in front of the wheels in the event the tug becomes detached from the aircraft. Use of an
alternative method is permitted provided the Shift Leader is satisfied that the aircraft can be secured in the
event of accidental Tug disengagement from the aircraft.
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As with push-back, the all equipment used during towing must be properly serviced.
2.3
Parking
Parking is only allowed at designated areas on the airfield.

Parked aircraft are to be broken, chocked fore and aft and configured in accordance with the Operations
and Maintenance Manual. Particular attention is to be paid to:
Position of wheel chocks.

Blanks (covers with warning flags clearly visible).
Electrical power to be switched off and disconnected when not required.
All doors, windows, access panels and hatches closed and locked.
Brake accumulators are to be checked and replenished as necessary at 12hour intervals if parking
brakes left on.
Whenever weather forecasts predict high winds particular attention must be paid to the requirements of the
Aircraft Maintenance Manual Chapter 10 which details the procedures to be taken to prevent damage to
aircraft and systems.
LMP
ISSUE 1
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MCM/MOE- APPENDIX 4
Procurement and Material Procedures
PMP- 01
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SUPPLIER EVALUATION PROCEDURE
1.
Introduction.
1.1
Requirement.
This procedure defines the requirements for controlling the quality of aircraft components, materials and
services procured before an order is placed by evaluating any prospective suppliers before they are placed
on the Approved Suppliers List. It also ensures that when it is considered that an approved supplier is
failing to meet the required standards, then a mechanism exists to evaluate the suppliers performance and
if necessary remove that company from the approved Suppliers list.
1.2
Purpose.
The purpose of this procedure is to describe the process required when evaluating new suppliers.
1.3
Responsibility
It is the responsibility of the Technical Director to ensure that the requirements of this procedure are
followed.
The Logistic Manager initiates the selection of suppliers proposes the Approved Suppliers List. The Logistic
Manager uses this list.
The Quality Assurance Manager approves the Approved Suppliers List.
2.0
PROCEDURE
2.1.
Used terms
List of Approved Suppliers. List of suppliers which have been evaluated and found to meet the Quality
requirements of Georgian Airways.
2.2.
Procedure
The procedure for supplier evaluation is illustrated below in supplier evaluation flow chart.
Suppliers can be separated into 3 categories as follows:
Original Equipment Manufacturers (OEM's);

Repair/Overhaul Stations;
Parts Suppliers.
Original Equipment Manufacturers are approved directly by their National Airworthiness Authority and are
not required to be evaluated and/or audited prior to placing orders, although the same level of care is
required when parts are being received into stores.
Overhaul or repair station must be approved by the Airworthiness Authority of the Country concerned and
should be listed in Part-145 (JAR-145) Listed Organisations within JAA Administrative and Guidance
Material, before they can be considered.
Parts Suppliers prior to being contracted as a supplier to provide approved components or parts, either new
or used, and standard parts, assessment is to be made by the Logistic Department and the Quality
Department in respect of level of supply support, the effectiveness of the quality system used by the
supplier, traceability of origin of the approved components together with the level of certifications that will
be provided.
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This is achieved by:

Forwarding a Supplier Evaluation Form, (Form No A9/INV/001) to the company for completion
and return prior to them being used. It is acceptable if company will provide Self-Audit report
(information) where should be all necessary information to evaluate this company.
Asking about Approval Certificates (issued by the relevant (competent) Authorities) with capability
list if applicable.
After receive beck Supplier Evaluation Form and/or Self-Audit information and all necessary Certificates,
if it is considered that the prospective supplier can satisfy the requirements then the supplier can be added
to the List of Approved Suppliers (Form No A9/INV/002).
A list of suppliers is raised using the above criteria by the Logistics Department, and is approved and audits
carried out as considered necessary by the Quality Assurance Manager.
QA Approval is valid minimum one (1) year but in any case up to expire date of Certificates issued by the
relevant (competent) Authorities.
The continuous evaluation is carried out by the follow-up of Non Conformance Report (Form A9/INV/003)
by the QAM who decides for the necessary audits in order to maintain or remove the supplier from the
Approved Suppliers List. In case that there will be two (2) Non Conformance Report for same supplier and
it seems there is supplier fault, approval from QA should be suspended until Quality Audit performance.
For the non Part-145 approved or accepted subcontractors Pre-Audit is necessary according Quality
Assurance Procedure.
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SUPPLIER EVALUATION Flow chart
Select supplier and

complete Part 1 of
Supplier Evaluation
Form.
Check if Supplier is a
Repair Station or a
Parts supplier
Repair
Station
Repair Station is on
list of Part 145
approved
organisations.
Parts Supplier
Not
Listed
Send Supplier
Evaluation Form to
supplier
Reject
evaluation and
return Form to
Logistics
Manager
Listed
Evaluate answers on
Supplier Evaluation
Form and decide if
on-site audit is
required
Audit
required
Audit not
required
Complete Evaluation
Form and add Repair
Station / Part
Supplier to list of
Approved Suppliers
Carry out onsite audit
Not
satisfactory
Satisfactory
Reject evaluation and

return Form to
Logistics Manager
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ACCEPTANCE AND INSPECTION OF AIRCRAFT COMPONENTS AND MATERIAL FROM

OUTSIDE CONTRACTORS
NOTE: THIS PROCEDURE APPLIES ALSO FOR TOOLS.

1.0
INTRODUCTION
1.1
Requirement
This procedure details the requirements to be met for accepting of parts into the stores system, trace of
parts through in IMS and all record maintaining. It defines the accompanying documentation required for
the parts and of the standard of inspection required to ensure that the condition of the parts meets the
accepted airworthiness requirements
1.2
Purpose
The purpose of this procedure is to describe the criteria used for inspection, handling and recording on the
Inventory Management System of parts received from suppliers, repair stations or maintenance.
1.3
Responsibility
It is the responsibility of the Logistics Manager to ensure that the content of this procedure is adhered to.
2.0
PROCEDURE
2.1.
Used terms:
IMS
Inventory Management System
Back Order
A part ordered against a shortage and listed on the Back Order File when
the need for a part which is not in stock is confirmed.
GR Label
An adhesive label bearing a unique number plus basic information on the

part.
SINCR
A Store Inspection Non Conformance Report.
Serviceable Tag
A form bearing details of a rotable part and stamped by the Store

Inspector to indicate that the part is airworthy.
Bonded Store
The secure store for serviceable parts.
GR File
A plastic wallet for keeping of documents
GD File
A plastic wallet with documents for dispatch
2.2.
Procedure
The procedure for receiving parts from outside contractors is illustrated in Appendix 1. The following notes
should be read in conjunction with Appendix 1.
The Store Controller is responsible for:
PMP
The physical handling and unpacking of parts and for undertaking basic inspection of parts.
Recording details of receipt, issuing labels and tags, attaching them to appropriate places
Physical transferring of parts/materials to appropriate and right locations.
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The Store Inspector is responsible for:
ensuring that parts received and recorded as serviceable parts comply with airworthiness
regulations therefore ensuring that all documents accompanied parts are appropriate, correctly
filled and effective (according to Part 145). In the case of rotable parts, for indicating complete
conforming the serviceable tag has to be stamped and signined
in case if Non Conformance is discovered, complete Store Inspection Non Conformance Report
(Form No A9/INV/003), complete Non Conformance Label (Form No A9/INV/004)
in case of suspected unapproved parts the Logistic Manager is informed and he will complete the
GSAC form AC131 and EASA form 44.
Parts and certification are to be inspected in accordance with current requirements and as a minimum shall
cover the points in Appendix 2.
When this is done two copies of the GR label will be printed; one to be attached to the part and one to the
GR File. A Serviceable Tag (Form No A9/INV/005) can be printed from the IMS and attached to the
component or its packaging with all relevant information. This should be done prior to removal from the
booking in area (quarantine).
All documentation received with a part, including certification and GR label, is to be filed in folders and
stored in logistics department (or in archive).
The copy of EASA/JAA/FAA Forms may be transferred to Maintenance Department if requested.
New and/or used parts or components which have been overhauled, repaired, modified or inspected
received from an organisation approved by EASA (JAA member country) should be accompanied by the
EASA Form 1 (JAA Form 1) identifying the airworthiness and eligibility status of the component supplied.
Parts issued from a batch may not be accompanied by an original EASA (JAA) Form 1. In most cases, a
copy will be supplied, as the items supplied will form only part of the batch.
NOTE: AMC 145.A.42 (a) Acceptance of components
An equivalent document to an EASA Form 1 may be:
A released document issued by an organization under the terms of a bilateral agreement signed by
the European Community;
A released document issued by an organization approved under the terms of a JAA maintenance
bilateral agreement until superseded by the corresponding agreement signed by the European
Community;
A JAA Form One issued prior to 28 September 2004 by a JAR 145 organization approved by a JAA
Full Member State;
In the case of new aircraft components that were released from manufacturer prior to the Part -21
compliance date the component should be accompanied by a JAA Form One issued by a JAR-21
organization approved by a JAA Full Member Authority and within the JAA mutual recognition
system;
A JAA Form One issued prior to 28 September 2005 by a production organization approved by a
competent authority in accordance with its national regulations.
New and/or used parts or components which have been overhauled, repaired, modified or inspected
received from an organisation approved by the FAA and/or Transport Canada should be accompanied by
FAA Form 8130-3 and/or TCA Form 24-0078, identifying the airworthiness and eligibility status of the
components.
In any case these organisations should be approved by EASA. Only FAR 145 Repair Stations detailed in
List 2 of the JAA Administrative and Guidance Material, JAR 145 (Part 145) Listed Organisations may
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be used. Only AM573 Maintenance Organisations listed List 3 of the JAA Administrative and Guidance
Material, JAR 145 (Part 145) Listed Organisations may be used.
Organisations responsibilities to ensure that the parts supplied are in a satisfactory condition, that the
component is to the required design modification standard and that any life limited parts are replaced prior
to use. Any work carried out on such a component must be certified by an organisation approved for the
task. Distributors located in other EU (JAA) member states are also required to make available the
Authorised release documentation on request. New and/or used parts issued from a larger batch will be
supplied with a copy of the original certification.
As a result of FAA Regulations, it is impossible to avoid obtaining parts, which are PMA identified, and in
these cases the following must be applied. PMA identified parts which are obtained from Boeing must
have EASA (JAA) Form 1 accompanying them. This Form 1 is issued by the supplier under their privileges
as the Aircraft Type Certificate holder and will be issued as the part number assigned by the OEM.
PMA identified parts from any other source must be backed up by either an FAA 8103-3 release certificate
or EASA (JAA) Form 1 if the part has been recertified by a JAA manufacturer. The parts must be identified
on all the paperwork with the part number assigned by the OEM.
Standard parts are required to be purchased from a supplier whose quality control system has been
evaluated and is part of the approved supplier list. This should ensure that the standard parts obtained are
acceptable and conform to the approved national or international standard denoted by the part numbers, a
Certificate of Conformity is required in all cases.
Consumable materials are not normally supplied with Authorised release documents, however it is a
requirement that only those materials specified in the aircraft or component approval technical publications
are used, therefore they must conform with the stated specification. A Certificate of Conformity should be
requested, this particularly applies to materials such as lubricants, adhesives and jointing compounds,
solvents and paints.
Raw materials must be supplied by distributor with copies of supporting documentation issued by the
manufacturer and any other distributor who may have passed on the material.
Note:
For new Parts Care should be exercised in ensuring compliance with airworthiness directives and the
status of any life limited parts fitted to the aircraft component as well as Critical Design Configuration
Control Limitations. (CDCCL)
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PARTS ACCEPTANCE flow chart
OK
Serviceable
part from
vendor
Record details of
receipt on IMS
Physically check
part/material and
documentation
Non-conformance
resolved
Issue GR labels (for all) and

Serviceable tag (for
rotables), stamp it by Store
Inspector and attach to
appropriate place where
part/material is stored (box,
bin, rack, etc.). GR label
should be attached as well
to GR File
Fill SINCR and place part

on Quarantine
Not OK
Parts for
immediate
issue
Nonconformance not
resolved
Place on awaiting
issue rack
Fill NC Tag and

enclose to GD File
NOTE: THIS FLOWCHART

APPLIES ALSO FOR
TOOLS
Parts for Stock
Transfer to Bonded
Store
Place part on
unserviceable rack
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GOODS RECEIVING INSPECTION CHECK LIST
For Store Controller

1.
Confirm that packaging is adequate and that there is no obvious physical damage.
2.
Check to ensure that all orifices plugs and sockets are fitted with appropriate blanks, plugs
and caps and that there are no signs of any foreign objects having entered.
3.
Inspect the part visually to identify any obvious external damage.
4.
Check for any differences between the appearance of the part and other similar parts
received which were categorised as being in the same condition.
5.
Check that the part number, model number, serial number and modification embodiment
status match the documentation received.
6.
Check that part numbers and quantities match the purchase order and the documentation
received.
7.
Check that any substitute parts are acceptable and have been approved in writing by
Technical Service Manager.
8.
Check unserviceable parts returned from maintenance and ensure that it returned in the
same box it was issued.
For Store Inspector

9.
Verify that all appropriate documentation has been provided and is properly signed.
10.
Ensure the presence of appropriate certification and, to the extent possible, that the
certificates are genuine.
11.
Check that the certification is correctly completed and meets all current airworthiness
requirements.
12.
For repaired components ensure that any work recorded on the certification as having been
carried out reflects that on the order.
Note: For Electrostatics Sensitive Devices (ESD) additional requirements will apply:
ESD parts must be recognised on receipt.
ESD parts must be handled (received/shipped, inspected) on the ESD parts working station using Wrist
Strap and working surfaces.
ESD parts should be contained in anti-static packaging identified by an ESD label.
ESD parts should not be removed from their original packaging and approved containers and should be
stored on shelves and racks for ESD Parts storage. ESDS Label should be support ESD Part container.
ESD Parts transportation from/to store and from/to Aircraft only in their Original Packing and approved containers should be done.
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4.1. DOS AND DONTS FOR ESD PARTS HANDLING.

Dos
Do know the ESD caution symbols.
Do keep paper, nonconductive plastic, plastic foams and films or cardboard off the static controlled
conductive bench top.
Do keep hand creams and food away from static controlled conductive work surfaces..
Do check the grounded wrist strap connections. Make certain they are snugly fitted before starting work
with the ESD Parts.
Do put on grounded wrist strap before touching any ESD Parts.
Do remove devices shielding bags only when grounded via wrist strap at grounded work station.
Do wear grounded wrist straps in direct contact with the bare skin never over clothing.
Do insure electrical test equipment is grounded.
Donts
Dont allow anyone not grounded to touch ESD devices. To be grounded they must be standing on a
conductive floor mat with conductive heel straps attached to footwear or must wear a grounded wrist strap.
Dont touch the ESD by the pins or leads unless grounded since most ESD damage is done at these
points.
Dont handle ESD Parts during transport from work station to other places unless protected by shielding
bags. These items must never be directly handled by anyone not grounded.
Dont use freon or chlorinated cleaners at a grounded work area.
Dont wax grounded static controlled conductive floor and bench top mats. This would allow build-up of an
insulating layer and thus defeating the purpose of a conductive work surface.
Dont touch ESD Parts with clothing or textiles even though grounded wrist strap is worn. This does not
apply if conductive coats are worn.
Dont allow personnel to be attached to hard ground. There must always be 1 megohm series resistance
(1/2 watt between the person and the ground).
Dont touch leads. Handle ESD Parts by their package even though grounded.
Dont allow plastic snow or peanut polystyrene foam or other high dielectric materials to come in contact
with ESD parts.
Dont allow rubber/plastic floor mats in front of static controlled work benches.
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STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND MATERIALS TO

A/C MAINTENANCE
INTRODUCTION
Requirement
This procedure defines the requirements for the booking, storage, tagging, control and issue of spares
within the Stores System. The layout of the stores accommodation can be referred to in the MOE Part 1.8.
1.2
Purpose
The purpose of this procedure is to describe the storage, control and release of aircraft components.
1.3
Responsibility
It is the responsibility of the Logistics Manager or designated deputy to ensure that this procedure is
adhered to.
2.0
PROCEDURE
2.1
Used terms:
Bonded Store
The secure store where only serviceable and certified parts are
stored.
Quarantine
The location where unserviceable or non-conforming parts are

stored for the long term.
Oil Store
The store where only oils and chemicals are kept.
Wheel Tyre Assembly
A wheel with a tyre fitted and inflated to storage pressure.
SINCR
A Non Conformance Report raised when a part does not comply

with Airworthiness Requirements or has not been handled as
required by Georgian Airways Georgian Airlines procedures.
Bogus Part
A copy of a genuine part.
Shelf Life
The aircraft parts or material can remain on the shelf before

requiring re-certification action or disposal.
Dangerous Goods
tems which must have a Dangerous Goods declaration when

shipping by Air or in Large quantities by land.
Hazardous Goods
Items that may cause injury or affect the well being of staff.
Requisition
A request from Maintenance for a part required for an aircraft which

is entered onto the IMS.
Issue Receipt
A receipt bearing the information such as the location of the part,

the requisition number, where the part is required, who demanded
it, priority, etc. The Receipt is issued in the Store.
Serviceable Tag
A form bearing details of a rotable part which is stamped and

signed by the Store Inspector to indicate that the part is airworthy.
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Store Inspection
Non Conformance Label
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A form raised for particular part and sticked on it in quarantine if

part does not comply with Airworthiness Requirements or has not
been handled as required by Georgian Airways Georgian Airlines
procedures.
Beyong Economical Repair
Any component, part or item the physical or electrical
characteristics of which may be altered as a result of an
electrostatic discharge through or across the surface of the part.
EDSD
Electrostatic Discharge Sensitive Devices
ESD
Electrostatic Discharge. A transfer of electrostatic charge between

bodies at different electrostatic potentials caused by direct contact
or induced by an electrostatic field.
Antistatic Material
ESD protective material which does not generate static electricity.
Earthground
Zero potential with respect to the earth. ( a cold metal water pipe
used as a safety ground is an earthground)
ESD Protective Packaging
Packaging with ESD protective materials to prevent ESD damage
to EDSD items.
Faraday Shield
An enclosure made of conductive materials to shield EDSD items
from electrostatic fields.
Static Producing Material
Material such as plastic trays and bags, nylon, polyurethane,
polyethylene, that are capable of collecting, holding and inducing
an electrostatic charge.
Static Shielding Material
Material that does NOT generate static and also will not allow
spark energy or electrostatic fields to pass or puncture through the
material
2.2.
Store control
The Logistics Manager is responsible for maintaining and controlling the stores environment and security.
The Bonded Store will remain locked and the keys under control of the Store Controller at all times.
Only stores personnel will be authorised to have access to the bonded store. If other personnel require
access they must be escorted by someone with authorised access.
The Temperature and Humidity will be checked daily and the readings recorded on the Temperature and
Humidity Chart in the Bonded Store.
If the temperature or humidity in the bonded store are found to be significantly outside the following limits
appropriate action must be taken to improve environmental controls:
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18 C+/- 5C.
75% +/- 10%.
Only serviceable Aircraft parts are to be stored in the Bonded Store.

Quality Audits of the Bonded Store shall be carried out by the Quality Assurance Manager in accordance
with Internal Audit Schedule.
Chemicals & oils storage
The Logistics Manager is responsible for ensuring that oils and chemicals are stored in accordance with the
manufacturers recommendations and for controlling the stores security.
All chemicals, oils, greases and like substances are to be stored in an oil container separate from the
Bonded Store for aircraft parts.
The Chemicals and Oils are to be stored iaw the Manufacturers instructions.
The appropriate Fire extinguishers shall be available.
Chemicals which are hazardous to health must be clearly identified and marked as such.
The Oil Store shall remain locked at all times except when authorised access is required.
Materials Safety Data Sheets for all chemicals and oils should be readily available to all staff and used to
determine storage requirements.
Any special storage requirements for any substances must be identified and provision made acordingly.
Storage of Wheel Assy
Wheel and Tyre assemblies and Brakes will be stored in the Wheel & Brake Store.
Serviceable and unserviceable wheels and tyres are to be stored in separate areas.
Wheel and Tyre assemblies have a shelf life of 12 months providing the storage pressure has not depleted.
Wheel and tyre assemblies shall be stored in the vertical position in a customised rack.
Blanking covers/plates shall be in place to protect wheel bearings.
Tyres alone may be stored in the main store, stacked flat to a maximum of three high.
Steps must be taken to avoid tyres coming into contact with Fuel, Oil and hydraulic Fluids.
First in first out principals must be applied.
Quarantine
It is the responsibility of the Logistics Manager to ensure all Non conforming components are placed in an
NCR Rack and to inform the Quality Assurance Manager.
The Logistics Manager is responsible for registering of Non-conformances and in coordination with Quality
Assurance Manager define corrective actions.
Whenever a component is found not to meet the Store Inspectors criteria under Part 145, or if the
component or its packaging is found to be damaged or damage to the part is suspected, it is to be placed in
the NCR rack. Store Inspection Non Conformance Label (Form No A9/INV/004) must be issued and sticked
on such part (or batch of material if its consumables).
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Any staff member observing a Non -Conformance or receiving a complaint from maintenance is to raise an
SINCR (Non-conformance Report) and pass it to the Quality Assurance Manager.
It is the responsibility of the Quality Assurance Manager to ensure that all non-conformances are fully
investigated and actions taken.
A non-conformance can be any occurrence when a product or service does not comply with the
maintenance requirements, Airworthiness requirements or has not been supplied in accordance with the
company procedures. Corrective action must be taken to rectify the immediate situation and preventive
measures must also be taken to prevent a further occurrence of the same nature.
The procedure for recording non-conformances and taking corrective and preventive action is illustrated in
Appendix 1.
If the part is suspected of being unapproved (Suspect Unapproved part) or bogus it should be handled as
illustrated in Appendix 2. If it cannot be shown that the part is approved it should be moved to the
Quarantine area until appropriate action is determined.
If the Non-Conformance is resolved satisfactorily the receiving process for the part concerned may be
resumed. If the part was received in serviceable condition but there is some doubt, it should be treated as
unserviceable and an order raised for recertification.
Where any non-conformance cannot be resolved satisfactorily within a reasonable timescale the part
concerned should be transferred to Quarantine.
All parts in quarantine should be packed and separated from other parts and be clearly identified and
marked as a Quarantine part.
The Quarantine area should be clearly identified as such and preferably should be a separate secured
area.
Shelf life control
The Logistics Manager is responsible for ensuring parts do not exceed their authorized shelf life.
Each part on the IMS with a specified shelf life should have its shelf life recorded and parts wiithout a shelf
life should be indicated as such.
During the receiving process if it is seen that there is no shelf life recorded on the EASA (JAA) Form 1 or
there is no indication that the part does not have a shelf life, the Duty Logistic will check the Shelf Life
Manual as applicable to that item to see if a Shelf Life is applicable.
All parts being received Serviceable at Georgian Airways Georgian Airlines should have a Shelf Life stated
on the EASA (JAA) Form 1 and if it is different from that recorded on the IMS the Logistics Manager should
be consulted and an NCR raised.
If a Shelf Life is applicable then the period shall be entered onto the IMS as required. (Refer CMM).
The Store Controller check the stock regularly in order to identify the parts which shelf life will expire during
the following month. The Store Controller withdraws any expired part/material and places it in the
Quarantine area. The Logistic Manager takes decisions concerning these parts/materials (scrap, send to
some subcontractor for overhaul/repair, and return to the manufacturer or to the owner).
The Store Controller informs the Duty Logistic about the parts withdrawn.IMS List can be found in Store
computer in MS EXEL format. Back up has to be created on CD or Paper format.Inerval shoud be taken in
account- once a month.This is a responsibility of Store controller and Monitoring provaided by Duty
Logistic.
All parts, controlled by shelf life limit time should be clearly displayed on boxes by Labels and can be
enclosed to the Serviceable TAGs for Routable Parts controlled by shelf life time. The labels for routable
parts should be indicating follow: Certificate Date, Shelf-Days, EXP Shelf date.
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Dangerous Goods
The following is a list of the types of part which are classified as Dangerous (For the full list refer to IATA
Dangerous Goods Regulations):
Oxygen Generators or PSUs containing Oxygen Generators ( Not to be shipped on passenger

aircraft)
Oxygen Bottles
Nitrogen Bottles
Radioactive Materials
Unserviceable Fuel Pumps and Filters
Unserviceable Toilet Pumps contaminated
Escape Slides
Inflatable Life Vests and Baby Cots
Aircraft Batteries
Inflated Aircraft tyres
Aircraft Fire Bottles
Fire Bottle Squibs
Fire extinguishers
Crew Smoke Masks
All such items shall be marked as Dangerous Goods on the IMS. Procedures related to Dangerouse Goods
is illustrated in Appendix 3.
The above list is not comprehensive as new articles are added frequently. Reference must be made to
the IATA regulations for a comprehensive list.
Hazardous Material.
Hazardous Material comprises all items shown above plus:
Oils and Greases.

Cleaning fluids
Skydrol
Battery fluids
Oxygen Charging rigs
Nitrogen Charging Rigs.
Segregation
Oil or Hydraulic Fluid must never be placed near Oxygen Bottles or Oxygen Charging rig equipment. This
creates a risk of Explosion.
Aircraft Batteries must be placed on the lowest shelf of any rack as they may leak and this reduces the risk
of Contamination of other parts.
Hydraulic Components should always be segregated from Avionic and Cabin equipment.
The racks where Hazardous and Dangerous Goods are stored should be clearly marked.
Oxygen Bottles.
Oxygen bottles will be handled as a class C explosive while in Georgian Airways care. The current shipping
regulations will be consulted before shipment.
Oxygen bottles should be stored in a fire proof cabinet arranged in a flat row in the approved container by
the vendor , ATA-300. Where one row is stacked on another the rows must be separated by a sheet of fire
proof Conolite.
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Steps must be taken to avoid Oxygen bottles coming into contact with Fuel, Oil and hydraulic Fluids.
Chemical Oxygen Generators
Chemical oxygen generators differ from compressed gas oxygen cylinders in that the oxygen is produced
at the time of delivery. Sodium Chlorate, when heated to 478 degree F., releases gaseous oxygen. The
necessary heat for decomposition of the sodium chlorate is supplied by the oxygen generator chemical
core and the generators case temperature reaches 400 degrees F. The white stripe will darken to show
that the oxygen generator has been used.
Some chemical generators are activated by a firing pin system. When handling these generators a safety
pin must be installed before removal and during handling. The safety pin will remain intact during shipping
and is removed only after installation into the aircraft.
Chemical Oxygen Generators will be handled as a class C explosive (they are considered as pyrotechnic
devices) while in Georgian Airways care. The current shipping regulations will be consulted before
shipment.
Oxygen generators should be stored in a fire proof cabinet arranged in a flat row. Where one row is
stacked on another the rows must be separated by a sheet of fire proof Conolite.
In the event that Georgian Airways Georgian Airlines should store spent/discharged canisters they must be
treated as if they were full.
CAUTION. In the event that Georgian Airways has to ship empty or full canisters out of Georgian
Airways custody, the IATA Dangerous Goods Regulations must be consulted. Under NO
CIRCUMSTANCES can these items be shipped as common freight.
Nitrogen Bottles.
Nitrogen Botltles will be stored in the Wheel & Brake Store.
Serviceable and unserviceable Nitrogen Bottles are to be stored in separate areas with idenyification
placards.
Nitrogen Bottles shall be stored in the vertical position in a customised rack with protection cap and rings.
Protection cap shall be in place to protect Nitrogen bottle.
Fire Bottles.
Fire Botltles will be stored in the Store on seperate shelf in own original boxes(vendor or ATA-300).
Idenyification placards has to be supported with expire date.
Fire bottles shall be stored according to the Vendor requirements in a customised rack.
When shipping Fire Bottles IATA Dangerous Goods regulations must be consulted.
Fire Bottle Discharge Squibs
These items are very dangerous and are very sensitive to small electrical currents. A DC voltage of 10-29
volts at a minimum of 3 amps is required to fire each squib. However they have been known to discharge
with the static build up on a persons body.
If a squib is removed from a fire extinguisher bottle, extreme caution should be taken. An aluminium foil cap
shall be constructed and placed over the electrical pin area and taped in place. The purpose of the
aluminium is to provide a current path for any stray voltage from either and electrical source or static
electricity emitted from an individuals body upon contact.
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Storage.
The removed squibs and /or the entire removed fire bottle will be statically grounded and placed in a
fireproof cabinet in the Georgian Airways Georgian Airlines facility.
Shipping
When shipping Fire Bottles or Squibs the MSDS and IATA Dangerous Goods regulations must be
consulted.
ESD Parts.
For Electrostatic Sensitive Divices (ESD) Parts Handlig the following rulls and principals will apply.
1.
Where ESD parts are handled, shop floor grids are grounded;
2.
All electrostatic sensitive devices are only handled using approved earthing (grounding) wrist straps
and conductive desk mats;
Devices should only be packaged in ESD-approved conductive packaging, sealed with conductive
tape;
4. Electrostatic sensitive devices should not be stored on shelving covered with carpet, foam, vinyl or any
other material that can store or produce an electrical charge;
5. The appropriate warning and caution signs and decals are placed in areas where electrostatic sensitive
devices are handled;
6. Wrist straps and earthing mats should be tested to ensure conductivity at regular intervals or prior to
use. Such test results should be recorded.
NOTE: For more information and ESD Parts handling and procedures refer to PMP-11.
Aircraft components and Parts storage and shipping.
Aircrafts and Engines components and parts should be shipped (storaged) in suitable containers that
provide protection from damage.containers will be ATA-300 specified or OEM approved.In some cases
equivalent containers may be used.
0-rings have to be stored in vendor original pakings,clearly identifided and putted separatly from other
equpments.For storage this pakings vendor regulation will be applyed.
2.3.
Release of aircraft components & materials
The procedure for demanding parts is illustrated in the Appendix 4.

The following notes should be read in conjunction with Appendix 4.
Maintenance engineers are responsible for:
Requisition and confirming need for parts which are not in stock.
The Duty Logistic is responsible for:
Picking and issuing parts.
Placing an AOG order outside working hours in liaisation with Maintenance Engineer. Formal
purchasing action will be followed up next working day.
For routable and consumables Issue Receipt is issued in Supplies Department office automatically as soon
as a requisition is entered provided the required part is in stock.
Each requisition also prompts for the "required by date to be entered which should always be a realistic
reflection of requirements so that unnecessary additional costs and effort are avoided.
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After reception of parts/material request from Line Maintenance Department, Store Controller checks
availability at store. In case of parts absence, request form is directed to Duty Logistic who researches and
orders required part. Then the request form is marked as On Order and placed on special board in store.
After part reception from approved supplier, Store Controller removes a request form from a board, marks it
with Parts In Store and places it on special deck in Line Maintenance Department. Prior work
performance a.m. parts/material request form will be brought repeatedly in the store and required material
issued.
4.0
APPENDICES
1.
2.
3.
4.
5.
PMP
Appendix 1. NON CONFORMANCE AND CORRECTIVE ACTIONS Flow chart

Appendix 2. SUSPECT UNAPPROVED PART Flow chart
Appendix 3. DANGEROUSE GOODS Flow chart
Appendix 4. DEMANDING PARTS Flow chart
Appendix 5. PARTS/MATERIAL REQUEST FORM Flow chart.
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Appendix 1 NON CONFORMANCE AND CORRECTIVE ACTIONS Flow chart
Part fails receiving

inspection
Procedures not fully

complied with
Print and attached

non-conformance
label to
Register nonconformance
QA and Logistics
Manager Determine
corrective action
In SINCR
Logistics Manager
completes
corrective action
Complaint from
Maintenance
QA Compile
monthly NCR
Statistics
PMP
logistics Manager
carries out
preventive action
ISSUE 1
QA and Logistics
Manager determine
preventive action
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Appendix 2 SUSPECT UNAPPROVED PART Flow chart
Part suspected as
being unapproved
Item booked as
non-conforming part
and placed on
quarantine
Raise NCR and

advise supplier of
the part
Advise QA
Manager ASAP
Inspect part and

investigate
Part remains Suspect

Unapproved
Place part in
quarantine
Part confirmed as
approved
Book part into

serviceable stock
or issue if required
Complete AC 131
And
EASA form 44
Information to the Authority
Note:
EASA form 44 should be used to inform EASA and Competent Authority (GSAC).
The both E-mail report@easa.europa.eu and foreign145@easa.europa.eu should be used to inform
EASA.
For Competent Authority (GSAC) the GSAC form AC 131 should be used with the EASA form 44 and
both forms should be sent to GSAC Team Leader.
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Appendix 3 DANGEROUSE GOODS Flow chart
Raise nonconformance
Serviceable parts
received
Not Declared
Determine if
part is
Dangerous or
Hazardous
Was the part

declared as
Dangerous
Declared
Book in part
ensuring it is
annotated as
Dangerous on the
IMS
Part to be
prepared for
shipment by
qualified
personnel
Parts for dispatch

Is part to be
shipped by air
No
Standard
regulations apply
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Appendix 4 DEMANDING PARTS Flow chart

Requisition
completed
Not in stock
Part in stock
Requisition
printed
Part placed on
back-order
Issue
Receipt
printed in SD
office
Part picked
from bonded
store
Check attached
papers OK and
part undamaged
Duty Logistic places AOG

Order
Place part on
awaiting
issue rack
Issue to
maintenance
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Appendix 5 PARTS/MATERIAL REQUEST FORM Flow chart
Parts/Material
request
completed
Material issued.
Request form
placed in folder
Part received
PMP
Material Ordered.
Request form marked
On Order and placed
on a board in the store
Request form marked In

Store and placed on a
deck in Line Maintenance
Department
Prior work
performance marked
request form returned
to store and part is
issued
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1.
INTRODUCTION
1.1
Requirement
Tools for use on aircraft are categorised as special to type or general aircraft tools, all are fully described in
the aircraft Tool and Equipment Manuals, they are also detailed by part number in the relevant sections of
the Maintenance Manuals and only those tools specified by the aircraft/component manufacturer are to be
used.
If there is a requirement to use an alternate tool then the tool must be approved by the Quality Assurance
Manager for that specific application.
Where a tool is required to be manufactured, then it is to be manufactured to a drawing, identified with a
tool number and an Engineering Instruction is to be issued for information.
1.2
Purpose
The purpose of this procedure is to describe the process used within Georgian Airways Georgian Airlines
for the acceptance of Tools & Equipment
1.3
Responsibility
adhered to
2.
PROCEDURE
Specialist Tools that are required to perform maintenance on the companys aircraft are to be obtained
from the aircraft manufacturers wherever possible.
On receipt into the company Tools & Equipment are to be checked and logged in the IMS as described in
PMP 02. All Tools & Equipment are to be placed in the Tool Store. Tool Bar is located in the Hangar
facility. All Tools & Equipment are listed in the Tooling & Equipment Register (Form No A9/INV/006). This
Form should be completed separately for each place where Tools & Equipment are located. One copy of
Form No A9/INV/006) is kept in the place of location (if possible), one copy - in the Inventory Forms File.
Tools & Equipment to be calibrated should be entered onto the Tooling Shelf Life Register (Form NO
A9/INV/007). This is used to ensure that any maintenance, i.e. testing, calibration or servicing can be
scheduled and maintained.
A Serial Number derived from the IMS is allotted in the case of duplicated tools.
Tools received from aircraft or component manufacturers are required to be identified by Part Number and
accompanied by a Certificate of Conformity although EASA (JAA) Form 1, Approved Release Certificate
may be supplied.
Tools that are alternatives to the manufacturers items are required to be produced from an approved
drawing, and are to comply in all aspects including material specifications and processes, to the original,
they are to be accompanied by a Certificate of Conformity.
Calibrated Tools received have to be accompanied by a Certificate of Calibration
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PMP-05 CALIBRATION OF TOOLS AND EQUIPMENT

1.
INTRODUCTION
1.1
Requirement
Various items of tooling and equipment require calibrating to a specific schedule. It is a requirement that
such items are recorded in order to ensure that whenever an item of tooling or equipment is used, it is
known to have been calibrated within that schedule and identified as such.
All Calibrated Tooling and Equipment shall be delivered from the manufacturer with a Certificate of
Calibration.
1.2
Purpose
The purpose of this procedure is to describe how the calibration periods are recorded and to provide a
guide to certain calibration periods.
1.3
Responsibility
adhered to. The user is responsible for ensuring that the tool calibration date has not expired.
2.
PROCEDURE
2.1
General
Upon receiving of tools and/or equipment from suppliers a label should be stuck on it with information about
the last and the following dates of calibration.
Re-certification periods of equipment are monitored on the Tooling Shelf Life Control Register (Form No
A9/INV/007) within the stores department, this system depends upon details of the items that require
calibration, being entered on first receipt and then managed by monthly monitoring. Calibration due list is
available from the IMS.
The monitoring shall ensure that all items that will require re-calibration are removed from service in
sufficient time to ensure the minimum time out of service.
Consideration is to be given to lead times, need for the equipment during absence period, alternative
supply of equipment to cover the period of absence where there is no duplication of the equipment and a
requirement exists. Liaison with Line Maintenance is required to effect the above.
Before use all Tools & Equipment shall be physically checked for any damages or suspicious for non
conformities.
If tool or equipment can not be used due to expired calibration date, warning tag UNSERVICEABLE
(A9/ENG/017) is placed on it by the Store Controller. The same label is stuck if tool becomes unserviceable
(ref. PMP-06). In both cases the tool is withdrawn from the serviceable tool room and placed either in
Quarantine (waiting for decision) or in the Part Shipping Room (for expedition).
The Store Controller performs a monthly monitoring of the tools.
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Test Equipment Calibration Periods
Manufacturers recommendations are to be used, where these are not available, then the following periods
are to be maintained.
Note: Not all of the tooling and equipment listed need necessarily be held by Georgian Airways and should
be used as a guide only
Tyre Inflators
Spring Balance
Cable Tensiometers
Acratork Equipment
Meggers
DC Voltmeters
Digital Multimeters
Pitot/Static Test Set
12 months
12 months
12 months
12 months
12 months
12 months
12 months
12 months
Inclinometers
Verniers
Spirit Levels
12 months
12 months
12 months
Digital Thermometer
12 months
PMP
ISSUE 1
Tyre Pressure Gauges

Pressure Gauges
Weight Scales
Ammeters
Frequency Meters
AVO Meters
Crimping Tools
DME/Transponder Test Set
Landing compass
Micrometers
Dial Test Indicators
12 months
12 months
12 months
12 months
12 months
12 months
6 months
12 months
12 months
12 months
12 months
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PMP-06 THE ISSUE AND USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE
TOOLS)
1.
INTRODUCTION
1.1
Requirement
Specialised Tooling and Equipment are held within the Georgian Airways Stores. These items have to be
issued in a controlled manner.
1.2
Purpose
The purpose of this procedure is to describe the process for the issue and use of specialised tooling and
equipment.
1.3
Responsibility
adhered to.
2.
PROCEDURE
Every shift is provided with their own tool set, which contain the standard tools, required to enable them to
carry out the work. They are responsible for its upkeep and security. Contents of tool kits are listed on
inventory sheet which is also to be used as a check list. During free of duty time these sets are held within
the store. Upon the completion of maintenance work and handing out, the tools that have been used are to
be checked for completeness by Store Controller. At regular intervals each month all tools are to be
checked for completeness and general condition. Evidence of these checks are to be indicated on the Tool
Control Form A9/INV/012.
Special tools and equipment are supplied by the company and are in the main, retained within the tool
store. Bulky items are held by the contracted maintenance organisation.
For all tools other than any bulky items, a Tool Issue Register (Form No A9/INV/008) is used to allow
traceability within the organisation. It is the responsibility of the Store Controller to ensure that movement of
tools are recorded in the register.
All tools should be checked prior to use to ensure they are complete, serviceable and the correct tool for
the job. Any unserviceable items must have a warning tag UNSERVICEABLE (A9/ENG/017), attached to
them with details of the reasons for the unserviceability and passed back to stores for repair. This is also
required if the tool becomes U/S whilst it is being used.
In case of tooling found unserviceable during use (damaged or expired date) the user must immediately
inform the QAM who takes the necessary corrective action (works already carried out with the concerning
tool).
In case of a tool loss, Lost/Scrap Equipment Report has to be filled (Form No A9/INV/011). If this loss could
affect implementation of any planned maintenance, it should be brought to the attention of the Production
Planning & MCC.
Tools must always be used in accordance with the Aircraft Maintenance Manual, Structural Repair Manual,
and manufacturers instructions
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POOLED PARTS AND LOAN PARTS
1.0
INTRODUCTION
1.1
Requirement
This procedure details the requirements to be met when parts are exchanged for serviceable replacements
and details the requirements for loans/exchange.
1.2
Purpose
The purpose of this procedure is to to provide guidance for doing and controlling a loans and exchange in
the most cost effective way.
1.3
Responsibility
It is the responsibility of the Supply Manager to ensure that the content of this procedure is adhered to.
2.0
PROCEDURE
2.1.
Used terms:
Hold File
The list of U/S parts allocated to different categories such as parts for
repair, warranty etc.
Approved Supplier
A Supplier that has been evaluated and approved by the Quality

Assurance Manager
Back order
A part ordered against a shortage.
2.2.
Procedures exchange
The procedure for obtaining parts on advance exchange is illustrated in the Appendix 1. The following
notes should be read in conjunction with the flow chart.
Because of the double handling associated with loans Service Exchanges should always be preferred.
When a rotable part which is not covered by an exchange contract first appears on the back order file a
check should be made to see if there is a part on repair which can be hastened. If the part is overdue the
repair shop may be responsible for providing a replacement.
The transaction is complete when:
2.3.
The serviceable part has been received

The removed U/S component has been returned.
The unserviceable part of Ident Tag has been completed
The invoice has been received and agrees with the price quoted.
Procedures pool
If the required part is included in pool part list order could be placed without terms pre-agreement with
supplier. Received part has to be accompanied with Ident Tag together with EASA (JAA) Form1 or
FAA8130-3.
2.4.
Procedures loan
The Duty Logistic is responsible for raising Loan Orders and following up loan actions detailed in this
procedure.
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Loans are only to be taken when there is no Service Exchange item available.
The procedure for obtaining parts on loan is illustrated in Appendix 2. The following notes should be read in
conjunction with the flow chart.
When the loan part is ordered, a check must be made to ensure that a permanent replacement will be
available as soon as possible. This may be the return of a part from repair, purchase of a new part, or an
exchange from another source.
Every effort should be made to convert a loan to an exchange in order to avoid double replacement on the
aircraft, double shipping and double import/export charges.
Expediting action for parts required to effect loan swaps should be given high priority.
The return of the loan part following removal from the aircraft should be hastened with high priority.
If an exchange or loan part cannot be obtained consideration must be given to purchasing a part.
If part is needed on AOG basis away from base station, the maintenance provider (if any) of such line
station with whom the Agreement is signed is responsible for coordinating with Main Base for obtaining the
parts (on an emergency loan basis). All such parts must have an acceptable EASA (JAA) Form1 or
FAA8130-3.
When parts have been installed in this manner, it is imperative that mentioned above maintenance provider
will pass any paperwork supplied with the new part installed together with unservicable item removed. All
necessary entries have to be made into the IMS.
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INTRODUCTION
Requirement
The dispatch of components to outside contractors covers all parts dispatched from stores including the
return of loan items, dispatch of unserviceable items and part sales.
The components are to be shipped with all required documentation. Components will be correctly packed,
blanked, and drained if applicable; to ensure no transit damage occurs and will be recorded using the
current dispatch/carrier system. To ensure that effective repair/overhaul is carried out to defective
components, only those companies shown on the Approved Suppliers List will be used.
1.2
Purpose
That all components/parts are dispatched correctly in order to ensure that they arrive at the overhaul
agency, as dispatched.
1.3
Responsibility
The Supplies department is responsible for the dispatch of all components. The certifying staff are
responsible for ensuring that all removed components are presented to the Supplies department in a
condition suitable for dispatch and correctly blanked.
2.
PROCEDURE
2.1.
Used terms
Returns to Suppliers
2.2.
Includes Loaned parts for return, serviceable parts with non-conformances

which cannot be resolved and unserviceable parts to be returned against
exchanges.
PROCEDURES
The procedure for dispatching parts is illustrated in Appendix 1. The following notes should be read in
conjunction with the flow chart.
Repair Orders are raised by the Duty Logistic.
The Duty Logistic will frequently review parts in the Repair, Warranty, From Stock and Return to Supplier
hold files in IMS and ensure that required instructions being issued.
Ideally, weights and dimensions will be recorded on the IMS when a part is received but it needs to be
checked at the dispatch stage if there is a possibility of a change to packaging.
Unserviceable parts are to be checked to ensure all blanks and plugs and protective packaging are in
place.
NOTE: store controller has to be ensured that all received scraped items from line maintenance are
completely damaged or destroyed to avoid accidental reuse or distribution to another customer.
Three copies of each Pro-Forma Invoice are to be printed; one to accompany the shipment the second to
be placed in GD file and third to be retained in the GR File for the part concerned. A signature on a ProForma Invoice is to be obtained whenever a part is handed over for shipment to another location.
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Loan items
When items, which have been on loan with the company, are to be returned, Line Maintenance will pass
the components to stores, once they have been put through the hold/re-certification system and issued with
a re-certification label (Form No A9/INV/009).
Once received, the stores department raises a serviceable tag (Form No A9/INV/005) for the component.
The items are dispatched using the current dispatch/carrier system unless specific instructions for an
alternative means of dispatch are received.
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Appendix 1 DISPATCH flow chart

Unserviceable
parts for repair
Parts for return to

supplier
Measure and
weigh if
details not
known
Check
shipping
address is
correct
Receive shipping
instructions for
returns
Repair order
printed in office
Locate part
Match order
to part
Place copy
of Repair
order in box
Print
Dispatch
Note
Check all
blanks in
place
Move to awaiting
shipping rack and
advise Customs
Controller
Pack part if not

already packed
File copy of
dispatch note
in GR File
No
PMP
Is part
classified as
Dangerous
ISSUE 1
Yes
Comply with
Dangerous
Goods
procedure
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PMP-09 INVENTORY CONTROL

1.
INTRODUCTION
1.1
Requirement
This procedure describes the requirements for Inventory control

1.2
Purpose
The purpose of this prosedures is for ensuring that the Inventory is managed effectively, that costs are
monitored, effectiveness of the inventory is measured and airline assets safeguarded.
1.3
Responsibility
The Logistics Manager is responsible for managing the Inventory but various tasks will routinely be
undertaken by the Store Controller.
2.
PROCEDURE
2.1.
Used terms
Service Level
The number requisitions met from Stock expressed as a percentage of total

requisitions.
Stock Turn
The value of all parts issued from the inventory in one year divided by the average
value of inventory held.
Materials Costs
The total cost of providing materials support including inventory finance cost,
depreciation, materials support contracts, loans and exchanges, repair costs,
expendable purchases, and departmental costs.
2.2.
PROCEDURES
Inventory activity needs to be monitored to identify any changes in transaction levels, to ensure that all
activities are being undertaken in a timely manner and to identify parts for which appropriate action has not
been taken. Materials costs should be monitored to provide early identification of problems.
Reports providing the necessary information can be obtained from the IMS. Separate reports should be
produced for expendables and rotables and for Georgian Airways stock separately from any consignment
stocks.
Daily reports should be run to monitor activities within the department. They may also be needed as
working documents. The reports used may vary from time to time but typically should comprise the
following:
Open shortages.
Parts awaiting inspection.
US parts awaiting collection by/delivery to shipping agent.
Parts in customs
There are a number of routine activities which should be undertaken by Duty Logistic:
Holding Items (Open NCRs, Repairs, Warranty, Returns) should be monitored continuously to identify
parts requiring action. In addition, there is a need to compare the data on the IMS with the physical
position.
Back Order Items must be monitored continuously to identify purchasing action required.
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Orders for expediting A report of parts on order or on repair which are within, say, 5 days of delivery
should be run periodically and hastening action taken.. This activity should be intensified for parts which
are overdue.
Exchange and Loans Returns. Parts due return against loans or exchanges should be monitored
frequently to ensure they are routed back to the suppliers rather than to a repair shop or into stock.
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PMP-10 PURCHASING
1.
INTRODUCTION
1.1
Requirement
This procedure describes the requirements for purchasing.

1.2
Purpose
The purpose of this prosedures is to ensure that aircraft parts purchases are properly authorised and
undertaken as efficiently as possible.
1.3
Responsibility
The Duty Logistics are responsible for purchasing in accordance with this procedure.
The Logistics Manager is responsible for ensuring that all purchases have been authorised at the
appropriate level.
2.
PROCEDURE
2.1.
Used terms
Approved Supplier
RFQ
A supplier that has been evaluated and approved by the Georgian Airways
Quality Assurance Manager as described in PMP-01.
Request for Quotations sent to prospective suppliers.
Back Order
A part ordered against a shortage and automatically listed on the Back Order
File when the need for a part which is not in stock is confirmed.
Re-order Point
The stock level for a particular expendable part at which purchasing action must
be initiated to ensure that service levels are maintained whilst the stock is being
replenished.
2.2.
PROCEDURES
The procedure for purchasing aircraft parts is illustrated in the Appendix 1. The following notes should be
read in conjunction with Appendix 1.
Purchases need to be made to meet immediate requirements (Back Orders), to replenish stock which has
reached the reorder point and to meet requirements identified in provisioning exercises.
This procedure is concerned with routine purchases. Special arrangements need to be in place to meet
AOG requirements and those requirements arising outside the office working hours.
Purchase Orders must always be placed with suppliers approved by the Georgian Airways Quality
Manager in accordance with PMP-01. The Quality Manager may give approval outside the requirements of
PMP-01 to meet exceptional circumstances.
One copy of each purchase order is printed. It will bear a signature block for the person authorising the
order which must be signed prior to sending the order to the supplier.
The order may be sent as an e-mail or faxed using the hard copy.
The system records due delivery dates and details of when expediting action has taken place and the latest
delivery promises from the supplier. Parts can be expedited by e-mail or fax. A report is extracted of all
parts within a specified number of days of delivery which are then expedited.
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Prior to passing invoices for payment it is necessary to check that all of the following are complete:
3.
Delivery of parts is confirmed

Parts delivered match order
Price matches quote/acknowledgement
Documentation
PMP
Purchase Orders (Form A9/INV/010) - one hard copy for file

Acknowledgement of Order - retain in order file
Follow up Faxes/E-mails
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Appendix 1 PURSHASING Flow chart

Identify new
purchases
against
provisioning
actions
Regularly run
list of parts
below re-order
level
Check Back
order list
frequently
through day.
Other
Receive
acknowledgement of
order and check
against Order
AOG
Expendables
Send RFQs
to suppliers
Not
OK
OK
Enter agreed
delivery date on
IMS
Query with supplier

and obtain
satisfactory
acknowledgement
Extract list of parts

requiring expediting
from IMS and expedite
as required
Rotable
Parts
Ensure
purchase is
authorised
Refer PMP-07 Advance Exchange

Ensure
proposed
supplier is
approved
If not
approved
by QA
Receive
Invoice and
enter details
on IMS
Confirm all parts of

transaction are
complete and correct.
Pass invoice to finance
for payment
Use AOG
procedure
Refer to PMP01
Obtain
authorisation
signature on hard
copy order
Select supplier
and raise
Purchase Order
Send Purchase
Order to selected
supplier
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PMP-11. ELECTRICAL SENSITIVE DEVAICES AND PARTS HANDLING.

1.0 SCOPE
This paragraph covers the handling requirements, procedures and practices for static sensitive electronic
parts and assemblies (ESD) and the procedures to be followed from the receipt of ESD parts.
1.1 Objective.
The objective of this procedure is the prevention of electrostatic discharge (ESD) damage to sensitive parts
and assemblies, by protecting hardware and personnel from excessive leakage current.
2.0. ESD parts.
ESD electrical sensitive parts which handlings require special handling procedures to avoid
ESD parts damage when receiving, transporting, shipping and storing.
Warning:
Never remove dust covers or blanks.
Issue ESD parts to aircraft in their original packaging.
Returned U/S parts must be in the same packaging.
Check to ensure blanks and plugs are fitted whenever handling ESD parts.
Do not enclose any documentation inside packaging.
Clearly label outside of all containers of ESDS parts.
3.0 PROCEDURE
3.1 Receiving.
All procedures according Georgian Airways MCM Part II MCM-MOE Appendix 4 PMP-02.
Additionally, requirements listed bellow has to be applied:
The ESD parts must be delivered to Georgian Airways in ESD protective packaging, and identified on the
external package as ESD sensitive (ESDS).
Store controller makes sure that Containers and Packing holding ESD Parts are Approved containers:
A rigid plastic container lined with conductive foam.

A conductive plastic bag of a size adequate to completely contain the item.
Store controller makes sure Containers and Packing have a suitable mark: ESDS.
Store controller will check the external packaging for damage caused by mishandling.
The external packing/container is then opened and the internal contents will be checked for the following:
a. damage caused by mishandling.
b. part are packaged to prevent ESD damage.
c. and supported documents.
If the parts are not received in static free containers, Store Controller will not remove the parts from their
protective packaging. If it is necessary to open the protective packaging for packing list verification, it will be
done under controlled conditions described in section 4.0.
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3.2 Incoming Inspection.

Incoming visual inspection on ESD parts should be done in a controlled area by approved store inspector.
acc MCM Part II MCM-MOE Appendix 4 PMP-03 .
3.3 Storage.
ESD parts will be kept in static free containers and stored on metal shelves and racks/cabinets. See 4.0
ESD Parts should be supported by the Yellow Label ESDS and racks should be collared in yellow paint.
ESD Parts ID Tags should be stamped with the ESDS red stamp.
Duty Logistic is responsible for those.
3.4 Shipping.
Shipping of ESD sensitive electronic parts should be done in a controlled area. See 4.0
3.5 Electrical Tests.
Testing should be done in a controlled area.
Electrical test should be done to an approved procedure that has adequate provisions to ensure that no
damage occurs during testing.
Note: Georgian Airways not approved for ESD Parts and Items repair and Testing.
4.0 CONTROLLED AREA.
The controlled area is an area (receiving, shipping, inspection, storage) that has limited access and has a
static free work area. The static free work area has conductive floor mats, conductive work surfaces,
personnel wrist ground straps. Ground connections shall be commonly connected to earth ground with a
resistance sufficient to limit any leakage current to five (5) milliamperes.
Entry in controlled Area controlled and List of Approved peoples issued. See form A9/INV/017.
4.1 Controlled Area checks.
Controlled Area humidity and work surfaces, floor surfaces, and wrist straps ground checks are checked
and recorded on special form A9/INV/016, by store controller.
Georgian AirwaysESD control program contains following checks and control:
Weekly Checks.
Visual inspection of ground wires and terminals on floor mats, bench tops, and grounding receptacles to
ensure that proper electrical connections via 1 megohm resistor (1/2 watt) exist.
Wrist strap continuity check.
Controlled area shelves, racks ground check.
Monthly Checks.
Checkers checks.
Note: For above checks may be involved Certifying staff also.

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ISSUE 1
FEBRUARY 2009
MCM/MOE- APPENDIX 4
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Revision
Date
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March 2009
4.2 ESD CONTROLLED AREA CHECKLIST.

Make following Checks and record it results in this form and sign:
Weekly:
Visual inspections.
Wrist strap continuity checks.
Monthly: Wrist strap checkers checks.
DATE
Visual
inspections
Wrist strap
check results
Wrist strap
checkers
check results
Test/checks
Performing
person Name.
Signature
Note:
Store controller responsible for the records in this form.
The Duty Logistic responsible to monitor and maintain this form.
Duty Logistic
Sign:
Date:
A9/INV/016 Issue 0 Rev 0 March 2009.

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ISSUE 1
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MCM/MOE- APPENDIX 4
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Revision
Date
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40 of 42
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4.3 LIST OF PERSONNEL APPROVED FOR ESD CONTROLLED AREA ENTRY.
List of approved personnel for ESD controlled Area.

Note: Only these persons listed below have an access to the ESD controlled area for ESD parts handling,
inspection, control and Audit reason. All other, not listed persons in this list have to be supported by the
persons listed bellow.
NAME
Issued by:
Approved by:
POSITION
REASON
APPROVAL DATE
/Logistics Manger/
Issued Date:
/Technical Director/
Approval Date:
A9/INV/0017 Issue0 Rev 0 March 2009.

PMP
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FEBRUARY 2009
MCM/MOE- APPENDIX 4
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Date
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4.4 PROCESS CONTROL.

Process control is the responsibility of the person in charge of the area (Store controller).
Logistics Manager will monitor receiving, inspection, and shipping areas to ensure compliance with these
procedures.
PMP
ISSUE 1
FEBRUARY 2009
MCM/MOE- APPENDIX 4
Part
Page
Revision
Date
5
42 of 42
1
March 2009
4.5 ESD CONTROLLED AREA MARKING AND SIGNS.

This Mark is used for ESD controlled area identification.
PMP
ISSUE 1
FEBRUARY 2009

GA MCM-Rev 10 From 09.2012

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MAINTENANCE CONTROL MANUAL

12, Rustaveli Ave, Tbilisi, 0108 Georgia.

Technical Office: 79 Airport Colony, Tbilisi, 0158 Georgia.

MAINTENANCE CONTROL MANUAL

MAINTENANCE MANAGEMENT EXPOSITION

RAMP SERVICE MANUAL

MAINTENANCE MANAGEMENT PROCEDURES

QUALITY ASSURANCE PROCEDURES

MAINTENANCE ORGANISATION EXPOSITION

ADDITIONAL LINE MAINTENANCE PROCEDURES

QUALITY SYSTEM PROCEDURES

QUALITY ASSURANCE PROCEDURES

MAINTENANCE MANAGEMENT PROCEDURES

LINE MAINTENANCE PROCEDURES

PROCUREMENT AND MATERIAL PROCEDURES

LIST OF CERTIFYING STAFF

NON CERTIFYING STAFF LIST

MAINTENANCE CONTROL MANUAL

LIST OF EFFECTIVE PAGES

LIST OF MCM COPYHOLDERS

MAINTENANCE CONTROL MANUAL

ISSUE DATE: 13 September 2012.

MAINTENANCE CONTROL MANUAL

MAINTENANCE CONTROL MANUAL

1. PMP-11. ELECTRICAL SENSITIVE DEVAICES AND PARTS HANDLING issued.

1. Maintenance Organization facilities have been changed.

4. Non-certifying staff list created

1. MCM-MME and MCM MOE revised.

1. MCM-MME and MCM MOE revised.

1. A new line station at Batumi International Airport added.

MAINTENANCE CONTROL MANUAL

MAINTENANCE CONTROL MANUAL

MAINTENANCE CONTROL MANUAL

MAINTENANCE CONTROL MANUAL

MAINTENANCE CONTROL MANUAL

Georgian Airways Technical Library (Hard Copy)

Georgian Airways Accountable Manager (PDF file)

Georgian Airways Technical Director (PDF file)

Georgian Airways Production Planning Department (PDF file)

Georgian Airways Engineering Department (PDF File)

Georgian Airways Line Maintenance Department (PDF file)

Georgian Aviation Authority (GCAA) (PDF file)

Georgian Airways Line Stations. (PDF file)

MAINTENANCE CONTROL MANUAL

MAINTENANCE CONTROL MANUAL

Headquarter: 12, Rustaveli Ave, Tbilisi, 0108, Georgia.

MAINTENANCE CONTROL MANUAL

PART 0 - GENERAL ORGANISATION

Brief Description of Organisation

Relationship with other Organisations

Line Station Locations

Document Management and control

MAINTENANCE MANAGEMENT PERSONNEL

Nominated Post Holder for Maintenance

Duties and Responsibilities

Manpower Resources& Training Policy

NOTIFICATION PROCEDURE TO THE COMPETENT AUTHORITY

MAINTENANCE MANAGEMENT ORGANISATION EXPOSITION AMENDMENT

MAINTENANCE CONTROL MANUAL

First Deputy General Deputy (Accountable Manager)

MAINTENANCE CONTROL MANUAL

Brief Description of the Organisation

Technical Head Quarters: