CAR Series - Unit 1, 2

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UNIT - 1
C .A.R SERIES 'A' PART I
Responsibility of operators/owners of aircraft and supervision of theirairworthiness

standards by airworthiness directorate:
Every Indian registered aircraft is required to possess a current and valid Certificate of
Airworthiness (C of A) before it is flown, unless it is flown for the purpose of test for renewal of C of A
in the vicinity of departing aerodrome.
2. SCOPE OF RESPONSIBILITY OF OWNERS/OPERATOR:

It is the responsibility of the owner/operator of an aircraft to ensure that his aircraft has a current
(C of A) and the same is kept valid by maintaining and operating it as stipulated by DGCA and the
manufacturer of the aircraft.
In case the owner and the operator of an aircraft are not the same party and the owner has leased
his aircraft to an operator, then it shall be the responsibility of the operator to ensure that the aircraft
possesses a current and valid(C of A) before it is flown, unless a general/specific permission to the
contrary has been obtained from DGCA.
2.3 FOR MAINTAINING THE AIRCRAFT IN AIRWORTHY CONDITION:

It shall be necessary to subject the aircraft and its Components to:
(i) Periodical inspections as approved by DGCA
(ii) Replace lifed components at intervals approved by the DGCA
(iii) Carry out repair/modifications as required by DGCA.
The frequency, scope and content of periodical inspections shall not be altered, except in the manner
as approved by DGCA.
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2.4 THE RESPONSIBILITY OF OWNER/OPERATOR TO

(i) Require his pilots (flight crew) to operate the aircraft as per operating limitations specified
by the manufacturer of the aircraft or DGCA.
(ii) Report all defects encountered in flight or during routine maintenance to Airworthiness
Directorate and record such defects, as per the procedure specified in CAR Series 'C'.
(iii) Extend co-operation to authorized officers of Airworthiness Directorate in supervising the

engineering activities and other activities associated with the safe operation of the aircraft.
3. SCOPE OF SUPERVISION BY AIRWORTHINESS DIRECTORATE:
Technical Officers of Airworthiness Directorate will monitor the airworthiness standards

(stipulated by DGCA), observed by owners/operators, and through the medium of spot checks and
investigation of defects reported to them.
Technical officers of Airworthiness Directorate may require

Owners/operators to submit their aircraft/aircraft components and/or associated documents for inspection
at a pre-determined stage to ensure compliance with prescribed airworthiness standards.
C .A.R SERIES 'A' PART II
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PROCEDURE FOR ISSUE OF CIVIL AVIATION REQUIREMENTS (CAR SECTION 2

-AIRWORTHINESS), ITS REVISIONS etc.
1. SCOPE:
1.1. The Airworthiness Directorate issues "Civil Aviation Requirements (Section

2Airworthiness)" under the authority of the Aircraft Rules, which specify various
airworthiness requirements/ standards for civil aircraft registered in India.
1.2. This Series describes the procedure of issue of Civil Aviation Requirements (Section 2-
Airworthiness), its revisions and its circulation to the various operators.
1.3. This CAR is issued under the provision of Rule 133 A of the Aircraft Rules, 1937.
2. PROMULGATION* OF CIVIL AVIATION REQUIREMENTS:
2.1. The Civil Aviation Requirements are promoted under the authority of Aircraft Rules, 1937
and specify the detailed requirements for compliance.
2.2. The promotion and implementation of Civil Aviation Requirements is to meet:

a) The duties and obligations of a Contracting State under the Chicago Convention.
b) Harmonization of requirements with the rules and regulations of other regulatory authorities such as
FAA/JAA etc.
Note: The above would facilitate exchange of products, services or persons.
3. NUMBERING OF CIVIL AVIATION REQUIREMENTS:
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3.1. “Civil Aviation Requirements (Section 2 – Airworthiness)" is issued bearing different series
identification alphabetical letters and under the same "Series" various parts are issued, such
as Part I, II, III, etc.
3.2. DGCA may also issue comprehensive and detailed requirements having numbers in line with
that issued by the Joint Airworthiness Authority(JAA), Europe and/or the Federal Aviation
Administration(FAA), USA in the form of "Civil Aviation Requirements (CARs)”.
(PROMULGATION*)---1:to make (as a doctrine) known by open declaration

(Proclaim)
a:to make known or public the terms of (a proposed law)
b:to put (a law) into action or force declare
4. PROCEDURE FOR ISSUE OF CAR AND ITS SUBSEQUENT REVISIONS :
4.1. When a CAR is issued, the first page indicates the date of issue along with the date of its
effectivity. Subsequent pages will indicate the date of issue.
4.2. Whenever a change is effected to the relevant CAR, it will be termed as revision. The
revision number along with date of revision and effective date of revised CAR will be
indicated on the first page of the CAR and on such pages, which are affected by the revision.
Pages which are not affected by the revision will contain initial date of issue only. All
revisions to the CAR will be indicated by a sideline on the left side of the affected pages
indicating the change/ revision to the CAR.
Note: The earlier issues of the CAR, which include amendment, shall be read as Revision.
4.3. Major changes to the CAR shall also be treated as revision.
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4.4. Whenever a new CAR or significant revision to the existing CAR is proposed to be issued,
the draft CAR/proposed revision may be circulated to the concerned operators/regional
offices for their comments/suggestions. Upon receiving of comments, they will be analyzed
and if found suitable will be added in the proposed CAR before promotion. If required,
DGCA may arrange meetings with the operators for discussions on the draft CAR before
finalization.
4.5. Every revision will be accompanied by a Revision Notice which would indicate the pages
affected, and the reason for the revision. This Revision Notice should be filed along with the
affected CAR in the folder.
4.6. Whenever there is a major change/ revision, the Revision Notice will indicate that the CAR is
revised in its entirety and all the pages of the CAR issued earlier shall be discarded.
5. The operators/owners/organizations shall be provided with the checklist to the CAR whenever any
new CAR/revision to the CAR is issued. It shall be the responsibility of the
owner/operator/organization to procure the copy of the CAR/revision from the publisher and ensure
compliance with the requirements contained therein.
NOTE:-
(a) The CARs and their revisions may be obtained from The English Book Store, 17-L, Connaught
Circus, New Delhi- 110001 (India).
(b) The CARs may also be accessed on DGCA web site (http://dgca.nic.in).
C .A.R SERIES 'A' PART III
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OBJECTIVES AND TARGETS OF AIRWORTHINESS DIRECTORATE OF CIVILAVIATION

DEPARTMENT
NOTES:-
3. DEFINITIONS:
3.1 EMERGENCY LANDING (E/L):

It is an unintentional landing and effected on account of failure/malfunction of an aircraft component or
system.
3.2 HARD-TIME MAINTENANCE:

"Hard-Time" maintenance is the primary maintenance process requiring assembly, inspection of aircraft
and aircraft components at fixed periods.
3.3 ON-CONDITION MAINTENANCE:

"On-condition" maintenance is the accomplishment of repetitive (1) visual inspections, or (2) physical
measurement, or (3) Instrument/Bench test, etc. to determine the continued serviceability of aircraft and
aircraft components Without having to dismantle them completely and before such components reach a
critical stage in their operation.
3.4 CONDITION MONITORING:

"Condition Monitoring" is the maintenance process for locating and resolving problem areas through
analytical study of "malfunctions” or "Failure", not affecting safety of aircraft.
3.5 PREVENTIVE MAINTENANCE:

It constitutes work performed at pre-determined intervals to maintain an aircraft, aircraft components or
aircraft systems in an airworthy condition.
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4.3. Keeping the target "achieving maximum measure of safety through observance of highest possible
maintenance standards" in view, all operators (including private operators) are required to submit the
following information periodically to the concerned
Regional or Sub-regional
Airworthiness Office:-
(a) Number of emergency landings effected during the period Under review.
(b) Total number of hours flown on each type of aircraft in the fleet during the period.
Note: - (a) and (b) would provide a parameter called" emergency landings per 1000 hrs." for comparison.
(c) Number of notifiable accidents (vide Aircraft Rule 68) encountered during the period.
Note :-( b) and (c) would provide a parameter called "Accidents per 1000 hrs."
(d) Total number of engine hours flown for each type of engine in the fleet (number of engine hours =
No. of airframe hours x number of engines installed on that type of aircraft) during the period.(e) Total
number of "In flight shut down" (IFSD) of engines experienced in respect of each type of engine in the
fleet.
Note :-( d) and (e) would provide a parameter called IFSD rate (IFSD/1000hrs.)
(f) Number of services scheduled during the period; and

(g)Number of services which were delayed for more than 15minutes on account of engineering defects
(including cancelled flights) during the period.
Note :-( f) and (g) when worked out on percentage basis would provide a parameter called "Dispatch
Reliability".
4.4 All operators are required to report all major defects as and when encountered, vide CAR
Series 'C' Part I. The parameter "Number of major defects/1000 hrs." for the period can be
worked out from this information and that available from 4.3(b).
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4.5 The above information in a consolidated manner (information

Concerning individual major defect/incident/accident shall continue to be furnished to DGCA as required
elsewhere) shall be furnished by the under mentioned type of operators at the frequency shown against
each type of operator:-
(a) Private operators would only furnish information called at 4.3 (a) to (e) every 6 months.
(b) Non-Scheduled operators, aerial work operators, training aircraft operators would furnish
information only called at 4.3 (a) to (e) every 3 months. (c) Scheduled operators would furnish
information called at 4.3(a) to (g) every month.
Note: - Even if the information is 'NIL' the same shall be intimated.
5. The concerned Regional and Sub-regional Airworthiness Offices will record the parameters (obtained
vide paras 4.3and 4.4 above) in a graphical form and compare the data period-wise, either with the
previous period's data of the same operator or with the similar data of other operatorsAnd would
investigate all significant variations and furnish promptly a report to Headquarters periodically
(commensurate with periods mentioned in para 4.5 above) along with the recommendations to check
adverse "trends" if observed. The Airworthiness Offices would also similarly investigate the
Data/statistics prepared by scheduled operators in pursuance of the requirements contained in CAR
Series 'C' Part V (maintenance control by reliability methods).
The recommendations may be in the form of:- (i). Suggesting

additional preventive maintenance.
(ii). Proposing varying the frequency of existing preventive maintenance.

(iii). Proposing varying the process of maintenance, i.e. from “On Condition" to "Hard Time" or from
"Condition Monitoring" to "On Condition/Hard Time".
(iv). Suggesting incorporation of modifications on mandatory basis

(v). Suggesting review of qualifications and experience requirements of certification personnel.
(vi). Increasing the frequency of monitoring checks by Airworthiness officers.
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C .A.R SERIES 'A' PART IV
AIRWORTHINESS REGULATION ANDSAFETYOVERSIGHT OF

ENGINEERINGACTIVITIES OF OPERATORS.
MAIN POINT NOTES:-
1.All maintenance work on aircraft engaged in public transport operations shall be performed by
approved organizations. All work performed by an approved organization shall be regulated by
its Quality Control Organization which shall be headed by an approved Quality Control Manager.
The approved organizations shall ensure that aircraft are maintained in accordance with the
specified approved procedures and the maintenance work is done by licensed or approved
persons.
2.Various statutory/regulatory documents, namely the Aircraft Act 1934, the Aircraft
Rules 1937, Aeronautical Information Publication (AIP), Civil Aviation
Requirements(CAR),Aeronautical Information Circular(AIC), stipulate the safety and airworthiness
requirements applicable to different type of operations and maintenance activities, which shall be
complied with by the concerned organization
3. MAINTENANCE APPROVAL:
3.1. Rule 155A of the Aircraft Rules, 1937 requires that an operator shall have access to
an adequate organization for maintenance of aircraft. Rule 133B specifies the conditions
for approval of an organization. Besides requirement of maintenance organization, in
accordance with Rule 134 of the Aircraft Rules, no person shall operate any air transport
service in India without obtaining the necessary permit for operating such services. The
operating permit shall be maintained current and valid and the operations shall be
conducted within the scope and provisions of the permit.
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3.2 The organization shall demonstrate, before grant of the

Approval/permit their capability to satisfactorily maintain the aircraft and safely operate
the air transport services sought to be operated. It is the responsibility of the operator to
satisfy the DGCA that their maintenance support arrangements are to a satisfactory
standard. The operator may have his own maintenance organization approved by the
DGCA in accordance with Rule 133B or may contract his maintenance work to another
DGCA approved organization. The approved organization shall have to have his own
approved maintenance programme, quality control and safety oversight setup. It shall be
ensured that the manpower, infrastructure, facilities, systems and maintenance operating
capability does not degrade below the required level at any time and is enhanced
continuously commensurate with expansion of activities.
3.3 In accordance with Rule 140 of the Aircraft Rules, 1937 all operators shall comply
with the stipulated engineering, inspection manual and safety requirements to ensure that
the passenger and the aircraft are protected at an adequate level of safety throughout the
operation.
3.5 AIRWORTHINESS:
3.5.1 In Accordance with Rule 15 of the Aircraft Rules, 1937, no aircraft registered in
India shall be flown unless it has a current and valid C of A issued/revalidated in
accordance with Rule 50 of the Aircraft Rules, 1937 unless it is flown for the purpose of
flight test for C of A renewal in the
Close vicinity of the departing aerodrome. The procedure for issue and revalidation of C of
A is detailed in CAR Section 2, Series 'F' Part III & IV.
3.5.2 All aircraft shall be maintained in a continuous state of airworthiness and meet the
applicable airworthiness requirements including those relating to identification,
equipment, mandatory modification, applicable maintenance schedules, replacement of
components when due, failing whichthe C of A shall stand suspended or deemed to be
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suspended in accordance with Rule 55 the Aircraft Rules, 1937 CAR Section 2 Series 'F'
Part V.
3.5.3 It shall be ensured by the operator that all instruments, systems, equipment and
accessories on board the aircraft are serviceable unless these are covered under an
approved Minimum Equipment/Configuration Deviation List (MEL/CDL).The MEL/CDL
shall be prepared by the operator based on the Master Minimum Equipment List and got
approved by the DGCA in accordance with CAR Section 2, Series 'B' Part I.
3.5.4 Maintenance support arrangements shall only be provided by the organizations

approved by the DGCA for the specific type of work in accordance with CAR Section 2,
Series 'E'. Such arrangements shall be reflected in the Quality Control manual of the
operators.
3.5.5 The approved organization shall provide, for the use and guidance of its personnel,
Engineering Organization manual Quality Control Manual, Maintenance System Manual,
which shall contain details of information concerning policies, procedures, practices and
quality control method relating to activities of the operator and containing such further
information as may be specified by the DGCA.
3.5.6 The approved Maintenance Organizations shall maintain their

Capability at or above the standard based on which initial approval was accorded by the
DGCA. To ensure that the operator has continued capability to conduct engineering
functions commensurate with the scope of approval, the Quality Control Division of the
organization shall carry out detailed audit frequently and submit report to the concerned
office of the DGCA.
The DGCA officers shall also conduct frequent surveillance checks. Discrepancies detected must
be rectified forthwith, failing which approval of the firm may be revoked.
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3.5.7 The operator shall submit the following information while applying for
“RENEWAL OF APPROVAL OF THE ORGANIZATION”.
A). Continued compliance of applicable Aircraft Rules, CARs and AICs (Aeronautical Information
Circulars).
B). In-house safety audit team reports highlighting the discrepancies of the operator along
with the action taken report carried out within 60 days prior to expiry of the validity of
approval.
3.5.8) The operator shall maintain his aircraft in a continued state of airworthiness and
shall ensure that all maintenance is being performed according to the approved
maintenance programme, methods, standards and techniques specified in the
Maintenance/Quality Control Manual.
3.5.9 The approved organization shall have the maintenance programme of the aircraft
approved prior to commencement of operations. The operator can base his programme on
the manufacturers' Maintenance Planning Document (MPD) or any DGCA approved
programme and shall have adequate facilities. In terms of trained manpower, adequate
inventory,
Reliability monitoring system, shop facilities etc. The Maintenance programme once
approved shall be updated based on DGCA/Manufacturers instructions, SBS, in service
Experience etc.
3.6 QUALITY CONTROL
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3.6.1 The approved organization shall have a full-fledged Quality Control Department
headed by a Quality Control Manager assisted by Deputy Quality Control Manager(s) and
adequate number of trained technical officers.
3.6.2 The Quality Control department shall have dedicated cells For:
A). Delay, defect and engineering incident investigation

B). Reliability Analysis, engine performance monitoring and Component life control C).
Compliance of service bulletins and modifications, maintenance of technical records,
schedules, issue of technical circulars and distribution of technical data.
3.6.3 The Quality Control cell shall have a proper system of maintaining the records of
each AME/approved authorized person (including foreign AMEs, if employed) in order to
ensure that:
A). The licenses are maintained current/valid.

B). The licenses are endorsed for the type of aircraft;
C). Authorsation/approvals are current/valid. For this purpose a fool proof system of
record keeping in proper formats, preferably a computer based system, shall be
established and followed.
3.6.4 The operator shall ensure compliance of all applicable mandatory SBs/Mods and
Airworthiness Directives and proper Record be maintained to show current status, repeat
and terminating actions.
3.6.5 The QC department shall ensure that all certifications are executed by appropriately
licensed/approved persons and according to procedures specified in the approved Quality
Control Manuals.
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3.6.6 The QC department shall ensure that carried forward defects and deferred maintenance are
properly attended in time.
3.6.7 QC department shall ensure that vendors hold DGCA approval.
3.6.9 The QC cell shall associate with Flight Safety Department to investigate engineering incidents
& take such corrective measures promptly as called for.
3.6.11 Negative trends in the maintenance/inspection programme noted during routine

surveillance or by continuing surveillance programme shall be immediately arrested and
action taken to reverse the trend. Examples of situations indicating negative trends include
increase in the Following:
- Aircraft delays
- Premature removal rates
- Number of engine shut down rates,
- Number of short term escalations,
- Deferred maintenance (MEL) items and length of time they remain deferred. - Repeat Pilot Reports etc.
3.6.12. The operator shall have a sound airworthiness performance monitoring system. This
function provides for collecting and analyzing operational and airworthiness data.
This monitoring is done through:-

a. Emergency responding which includes identifying critical situations like in Flight
Shut Down (IFSD), uncontained engine failure, depressurization etc.
b. Day to Day Monitoring: Scheduled operators shall conduct daily meeting to

discuss morning launch delays and activities of the previous day. Other operators may
conduct these meetings at less frequent intervals.
c. Long term monitoring: This system shall include appropriate means of reporting
and accounting operational and airworthiness data at specified intervals to reveal trend
related information and take corrective action.
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Typical example of the data used to monitor airworthiness

Performances are:-
- Pilot reports complied ATA code wise.
- Inspection findings complied ATA code wise, Failure rates complied ATA code wise.
- Tear down/strip reports

- Pre-mature removal rate (Including engine)
- Engine shut down rate
- Deferred items (MEL) - Mechanical Defect summaries.
- Mechanical Reliability Reports.
3.7 ENGINEERING PERSONNEL:
3.7.1. In accordance with Rule 54 of the Aircraft Rules, 1937, all

manufacturing/maintenance work performed on civil registered aircraft shall be carried
out and certified by appropriately licensed AMEs and/or authorized/approved persons.
The operator shall have sufficient number of AMEs holding licenses issued by DGCA in
various categories in accordance with Rule 61 of the Aircraft Rules, 1937 and CAR
Section 2 Series 'L' Part I. The engineers should be supported by sufficient number of
trained experienced technicians in each trade. However, DGCA may allow Appropriately
qualified/licensed foreign engineers to carry out and certify maintenance work of Indian
registered aircraft to enable engineers of the operator to acquire necessary maintenance
experience and license.
3.7.2 An operator employing any “FOREIGN AME” shall obtain for him the
required security clearance through DGCA before the AME is scheduled for
maintenance work. The AME should also be given thorough familiarization about
Indian rules, regulations, CARs, operators' control manual and facilities available
at bases and enroute stations. After the Quality Control Manager is satisfied with
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and has certified, the foreign AME has to pass an oral check by a DGCA board in
accordance with AIC 17 of 1994 and then only the AME will be authorized to
certify the aircraft.
3.7.3 An operator employing appropriately licensed AME from any Other

domestic airlines shall familiarize him with differences in the aircraft in their fleet
if any, and the QC Manual/ Procedure. The AME shall be deputed for Inspection/
certification work only after he has passed an oral check conducted by DGCA
board as per AIC 17 of 1994.
3.7.4 Where the AMEs is required to be trained on a particular type of aircraft,

the operator shall get the training programme approved along with the names of
AMEs.
3.7.5. REVOKE OF LICENCE/APPROVALS:

In accordance with Rule 61 of the Aircraft Rules, 1937, any license, authorization,
approval or Certificate of Competency may be cancelled, suspended or endorsed, if the
holder has not performed the work in a careful and competent manner or the holder has
signed for work not licensed to deal with or it is undesirable that the holder should
continue to exercise his privileges granted under this rule.
3.8. LITERATURE:(NOTES TO READ)
3.8.1 The Q.C Manual maintenance System Manual,

Maintenance/Overhaul/Structural
Manuals, Illustrated Parts Catalog, Wiring Manual, Service Bulletins, Airworthiness
Directives and related guidance materials shall be kept and amended to keep them up to
date by the Q.C. department.
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3.8.2 A master folder of each type of regulatory/policy document viz. CARs,

AICs, Airworthiness Advisory Circulars, and SBs etc. shall be maintained
by the QC Office for reference of QC personnel and AMEs. All
publications, documents, maintenance schedules, forms shall be frequently
screened for completeness.
3.9. A master copy of approved maintenance schedules/Special Inspection schedules shall

be kept in the QC Department. Whenever a new inspection item or routine functional
check of any component is introduced, it should be immediately included in the relevant
maintenance schedule so that it could be carried out at the required periodicity. There
shall be a check for completed inspection schedules to ensure that all items of inspection
are duly certified and carried out.
3.10 The QC department shall maintain up to date Mandatory Modification list in respect of
each type of aircraft, engine, and system operated along with the applicability and
compliance status.
3.11 Major repairs/Modification shall be accomplished with approved drawing and by

approved persons as envisaged in Rule 52 the Aircraft rules, 1937.
3.12 GENERAL THEORY:
3.12.1 The operator shall have his own facilities for replay of Cockpit Voice
Recorder. For readout of FDR/DFDR he should have his own facilities or make
approved arrangement acceptable to DGCA.
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3.12.2 The operator shall have necessary technical literature tools, special tools,
appropriately licensed AMEs, battery cart/GPU, trestles, jacks, trained manpower
etc. for carrying out the required maintenance.
3.12.3 The operator shall have facilities and approved persons or satisfactory
arrangements with DGCA approved firm to carry out additional structural
inspection of aging aircraft to keep them in a continued state of airworthiness.
3.12.4 The operator engaged in operations with twin engine aircraft shall ensure
compliance of the requirement relating to etop operations.
3.12.5 Before commencing operations to a new station or establishing a night halt

station, the Q.C. Manager shall carry out and ensure that all facilities as mentioned
in CAR Section 3, Series 'E' Part I and Section 2, Series 'E' Part IX are available.
A certificate to that effect shall be forwarded to the concerned Regional
Airworthiness Office by the Q.C. Manager.
3.12.6 The operator shall have a system of frequent exchange of information

between Operations and Engineering Department to improve co-ordination and
understanding of operational and airworthiness matters. A record of such
discussions shall be maintained.
3.13 The DGCA issues Airworthiness Advisory Circulars, Air Safety

Circulars Bulletins to the industry for guidance and advice in order to enhance safety of
aircraft operations. The organizations shall go through these materials and take action
wherever required.
3.14 The operator has to arrange or conduct training whenever a new aircraft type is inducted or
new AMEs are recruited. The organization must, therefore, have the training programme
approved and ensure its compliance.
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3.15 The DGCA conducts AME license examination periodically. All

Organizations shall, therefore, train their maintenance personnel and have them appear in the
said examinations, so as to ensure sufficient qualified AMEs on their employment.
4. IMPLEMENTATION OF AIRWORTHINESS OVERSIGHT PROGRAMME :
The operators and maintenance organizations should also have their in-house surveillance
programme commensurate with the type and scale of their operations activities.
Broadly, the surveillance programme may be conducted on the Following

lines:
4.1 The operators and maintenance organizations shall lay down their policies
and procedures for compliance of the airworthiness, safety, training and internal
safety audit programme in their engineering procedures and training manuals
4.2 The day-to-day safety regulation and in-house monitoring of the

airworthiness functions of the operator and the maintenance organizations shall be
exercised by the Quality Control Manager and by his inspectors and dedicated
staff. Necessary check lists should be devised for carrying out such monitoring.
There shall be a proper system of documentation and record keeping of the
deficiencies observed and corrective measures taken.
4.3 In addition to the day-to-day monitoring, periodic in-house safety audit

shall be carried out by the dedicated safety audit team of the operator and the
maintenance organizations to ensure that the airworthiness safety regulations are
complied with. Corrective action shall be taken immediately by the Chief of Flight
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Safety in consultation with the Quality Control Manager on the deficiencies

observed during the audit. Relevant record and data in proper format shall be
maintained in this regard.
SERIES –B PART-1 DEFICIENCY LIST.

(MINIMUM EQUIPMENT LIST - M E L)
MAIN POINTS:-
1. “MEL” (MINIMUM EQUIPMENT LIST) shall be prepared for all aircraft by the
operator, where as the manufacturer issues the “MMEL”
(MASTER MINIMUM EQUIPMENT LIST), irrespective of the nature of operations.
2. PURPOSE:
a).Defects are encountered during operation of an aircraft, for which repair facilities
may not exist at transit stations.
b). Modern aircraft of today have, however, inherent safeguards introduced into them at
the design stage in the form of duplicated systems and components and redundancy in
the system etc. so that safe operation of aircraft is possible even with the existence of
certain system defects.
c).Aircraft are, therefore, permitted to continue their flights from transit stations to base
stations where maintenance facilities are available. This practice not only reduces
unnecessary engineering costs but also avoids passenger discomforts associated with
delays to services.
d). Rectification of inoperative systems, items of equipment or defective components shall be

carried out at the first station where time and spares permit.
3. FRAMING OF MEL:
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a) In general an operator will frame its MEL in consultation with their Engineering/
Operational department based on the MMEL duly approved by the Regulatory
Authority of the country of manufacture of the aircraft considering the type of Operation
he is engaged in.
b). His acceptable deficiency list may differ in the format from the MMEL but cannot be less
restrictive than the MMEL.
c.)The operator should obtain the MMEL and refer to its latest revision and submit his MEL to
the regional airworthiness office for approval.
d). Deficiency list (MEL) need not includeitems like wings, flight controls, complete
engines, landing gears etc., the airworthiness and correct functioning of which is
absolutely necessary before any flight.It may also not includeitems like galley
equipment, entertainment systems, passenger convenience equipment, which do not
affect the airworthiness of an aircraft.
e).All items which affect the airworthiness of aircraft or safety of those carried on board
and are not included in MEL are automatically required to be operative
4. USE OF MEL:
4.1) Operator shall mention in the Maintenance System Manual as to when or

where an inoperative item shall be required to be replaced.
4.2) Operator (Quality Control Manager) shall be responsible for exercising

necessary control to ensure that no aircraft is dispatched with multiple items
inoperative which will increase the crew workload. In such cases crew should be
consulted.
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4.3) Notwithstanding the MEL, an AME need not certify the aircraft for 'Flight'
or a Pilot need not accept the aircraft for flight if it is considered that it is unsafe to
do so.
4.4) )The AME responsible for releasing the aircraft, after invoking the
provisions of MEL shall inform the Pilot of the aircraft of the same, and also make
a mention of it in the technical log and placard the inoperative system suitably. He
should take Maintenance action as prescribed in Dispatch Deviation
Guide/Procedure Manual and crew should take operation action as mentioned in
the above guide. Dispatch Deviation Guide should be on board.
4.5) The Deficiency list (MEL) is normally applicable to all transit,
terminal and main stations. No aircraft should normally be operated from its
parent base with defects covered under MEL. However, under exceptional
circumstances, defect encountered an hour or so before departure of first flight of
the day at parent base may be carried forward if it is covered under the purview of
the MEL. Such cases shall be reported to the Regional Airworthiness Office in
writing within 24 hours.
4.6) As a normal practice the defects carried forward under MEL shall be
rectified and deficiencies made good at the first available opportunity where
facilities exist and in any case such repairs/replacements must be carried out when
the aircraft returns to the main base.
4. 7)The MEL is not intended to provide for continued operation of the aircraft for an
indefinite period with inoperative items but to permit the operation of an aircraft with
inoperative equipment within the framework of a controlled and sound programme of
repairs and parts replacement. The operator shall, therefore, spell out his specific
programme of rectification action in the preamble of MEL in respect of each type of
aircraft consistent with safety, which will have the prior approval of DGCA.
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5. APPROVAL OF MEL:
5.1) Deficiency lists (MEL) will be compiled by operator and submitted to the
Regional Airworthiness Office at the station, where the aircraft is mainly based for scrutiny /
(verification).
5.2) The MEL will have a preamble attached to it. This preamble will indicate the Procedure of
release of aircraft with items of equipment unserviceable as per MEL, when
and where the defects/items will be rectified/replaced. It will also define the
main bases and transit stations. It should also indicate the method of Informing
the crew about the unserviceability of item/defect.
5.3) Regional Airworthiness Offices shall verify the Deficiency list (MEL) or
Amendments to MEL received from the operators to ensure that safety of aircraft
Is not in any way jeopardized ( exposing to danger or risk) by the unserviceability of any
units or items included there in and forward the same with their recommendations to
Headquarters for approval.
5.3) It shall be the responsibility of the Quality Control manager to amend the
MEL as and when MMEL is amended and submit the same to Regional
Airworthiness office for verification.
5.4) In the interest of uniformity, the Regional Airworthiness Offices may have
to
Consult each other when the same type of aircraft is operated by
differentOperators in different regions so that the deficiency lists or amendments
there to do not materially differ.
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5.5) A scheduled operator shall maintain a record, month wise, of all the defects
carried forward in terms of MEL and analyze the same to determine if
servicing facilities require strengthening at transit stations in an effort to
rectify the reported/observed defects at the earliest possible. Results of such
analysis shall be notified to concerned Regional Airworthiness Office every
month.
All other operators shall however maintain a record of all release of aircraft under MEL which
shall be made available for scrutiny by Airworthiness offices on demand.
5.6) It is imperative (expressing of command) on the part of the operator that all
defects noticed be rectified and recourse to the use of MEL should only be
taken to avoid passenger inconvenience keeping in view their safety. They
should also review their procedures regularly of distributing the spares etc. at
various bases to ensure that the items carried forward in the MEL are
attended to at the earliest. DGCA may put a specific time limit in the
operator's MEL for the rectification of the defects carried forward under the
MEL considering the safety of the aircraft and also increased crew load it
may cause.
5.7) Operators are welcome to have meeting(s) with DGCA officials to discuss
difficulties experienced in implementing requirements and for inclusion of
additional item if so warranted.
SERIES –B PART-2
PREPARATION AND USE OF COCKPIT AND EMERGENCY CHECK LIST.
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1. DEFINITION:
(i) "COCKPIT CHECK LIST": means a list containing items of inspection/action to

be performed by the flight crew, in the order as listed, and in the circumstances as
indicated, for ensuring safe operation of aircraft.
(ii) "EMERGENCY CHECK LIST": means a list containing items of action to be

performed by the flight crew in the order as listed, whenever emergent Situations develop
in flight on account of failure/malfunction of aircraft
Systems/components and requiring extra alertness on the part of flight crew, for ensuring
safe operation of aircraft
2.SCOPE (point to be read 1,6,7) (Main points in bold)
1) Each operator of an aircraft including private aircraft operators, shall Establish a

system, for each type of aircraft operated by him, for visual Inspection of the aircraft
externally and internally before flight and for safe Manipulation of controls of aircraft
systems, during every flight by the
Members of the flight crew.
2) The system shall entail listing of procedures, in brief, to be followed by the flight
crew during the various phases of operation of aircraft like before, during and after take
off as well as before and after landing and during emergent situations. Normal
procedures shall be listedand called "Cockpit Check List" and emergency
procedures shall be listedin the "Emergency Check List".
3) Such check lists in the laminated form shall be so carried in the cockpit of
each aircraft as to be readily accessible to the flight crew in flight.
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4) Normally the cockpit check system and the emergency procedures to Be

followed, are given by the aircraft manufacturers in their Operations Manual/Crew
Operating Manual/Flight Manual. The operators shall use theCheck lists provided by
the manufacturers, under intimation to the RegionalAirworthiness Offices. Any
deviations from the manufacturer's procedures Shall be followed only after
obtaining approval of DGCA and such deviations with proper justification shall be
forwarded to the DGCA through the Regional Airworthiness Office. Such Check
Lists shall have the concurrence of Deputy Director of Flight Crew Standards and
concerned Flight Inspectors before acceptance and adoption.
5) Operators who do not have such information in respect of their aircraft

Should contact the aircraft manufacturers for the purpose. However, pending receipts
of such a list from the manufacturers, they should prepare their own list, which shall be
submitted to the Regional Airworthiness Office, who willIntimate to the operator the
acceptance of the same.
6) Aircraft requiring two or more crew members must follow the procedure of
"challenge and response” while using the "Cockpit Check List" and the Check list shall
also indicate the function of each flight crew member vis-avis each item of the list, to
avoid confusion. 7) Alterations to the Check List on the basis of operator's own
experience must be carried out only after obtaining concurrence of the DGCA. DGCA
may require alterations to check lists, based on operational experience, which shall be
carried out by concerned operators.
SERIES-C (PART 1)
Defect Recording, Reporting, Investigation,Rectification and Analysis.
MAIN POINTS:
This part of Civil Aviation Requirements specifies the manner in which defects in
Aircraft and aircraft components are to be recorded, reported, investigated and
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Analyzed for the purpose of taking timely corrective/preventive action. This CAR also, classifies
major defects in to two groups, i.e. Group-I and Group-II.
DEFINITIONS:-
1) AIRCRAFT COMPONENT: means any part, the soundness and correct functioning
of which, when fitted on an aircraft, is essential to the continued airworthiness or
safety of the aircraft, or its occupants.
2) DEFECT: means a condition existing in an aircraft (including its systems) or aircraft

component arising from any cause other than damage, which would preclude it or
another aircraft component from performing their intended functions or would reduce
the expected service life of the aircraft or aircraft component.
DEFECTS ARE CLASSIFIED INTO TWO TYPES:-
2.1) MAJOR DEFECT: means a defect of such nature that reduces the safety of the
Aircraft or its occupants and includes defects discovered as a result of the
Occurrence of any emergency or in the course of normal operation of maintenance.
2.2) REPETITIVE DEFECT: means a defect in an aircraft (including its components and
systems) which recurs, in spite of rectification attempt, on the same aircraft.
3) MAINTENANCE: The performance of tasks required to ensure the continuing

Airworthiness of an aircraft including any one or combination of overhaul,
Inspection, replacement, defect rectification, and the embodiment of a Modification
or repair.
4) REPAIR: The restoration of an Aeronautical product to an airworthy condition to

ensure that the aircraft continues to comply with the design aspects of the
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Appropriate airworthiness requirements used for the issuance of the Type Certificate for
the respective aircraft type, after it has been damaged or subjected to wear.
4.1) MAJOR REPAIR: - means a design change that is intended to restore an aeronautical
product to an airworthy condition:-.
(i) When the damage or wear being repaired or restored to airworthiness

Condition might appreciably affect the weight, balance, structural strength, performance,
power plant operation, flight characteristics, or other qualities affecting airworthiness or
environmental characteristics
Or
(ii) That will be embodied in the product using nonstandard practices.
4.2) MINOR REPAIR: - means a repair other than a major repair.
5) OPERATOR means a person, organization or enterprise engaged in or Offering to

engage in aircraft operation;
Note: - All Scheduled, Non Scheduled, State Government / BSF aircraft, Private aircraft
operator and any other organization or person engaged in Aircraft operations fall under
the scope of this definition.
5.1) SCHEDULED OPERATOR:-means an aircraft operator which operates its fleet, Whole
or part of it, as per a published schedule.
6) APPROVED ORGANIZATION (AO):- means an organization approved by DGCA

Engaged in manufacture, maintenance, processing, testing, storage and Distribution of civil
aircraft, aircraft components, items of equipment, aircraft Goods and Training School.
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7) APPROVED MAINTENANCE ORGANIZATION (AMO):-means an organization

approved by DGCA in Category “C” in accordance with CAR Section 2 Series E part I.
8) AIRCRAFT FLEET: - Minimum Three aircraft of a particular type / Model shall

constitute a fleet.
2.APPLICABILITY:- (READ)
This CAR applies to all Operators /Organizations engaged in operation and Approved
Maintenance Organizations (AMOs).
Note: - All Scheduled, Non Scheduled, Aerial work aircraft, State Government /
BSF aircraft & private aircraft operators, flying clubs and Approved Maintenance
Organizations (AMOs) shall therefore be covered under the purview of this CAR.
For easy stipulation and understanding, the requirements in this part of the CAR
have been classified as applicable to Scheduled Operators and Operators Other
than Scheduled Operators.
PROCEDURES FOR DEFECT RECORDING, REPORTING,

INVESTIGATION,RECTIFICATION AND ANALYSIS:
1) All organizations as stated in Para 3 above shall have a system in their

Organization to ensure that all defects, minor or others, whether reported by Flight Crew
or observed by Maintenance Crew (including those occurred due to Improper
maintenance practices) are recorded and investigated for taking Appropriate
rectification action.
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2) The rectification action taken in respect of each defect shall be recorded Alongside of
the snag (defect) reported.
3) "Classification of Defects": All recorded defects shall be examined by experienced and

qualified personnel of the operator for the purpose of classification. A list of defects
classified as major defects in Group I & Group II is indicated as a guideline at
Appendix
I.
4) When an Operator / Organization has contracted the maintenance of its aircraft

to an Approved Maintenance Organization (AMO), it shall be the responsibility of
the operator to comply with this CAR and report such defects observed on its
(Operator‘s) aircraft during maintenance at the AMO facilities. Further Operators /
Organization and the AMO shall evolve a system between themselves in such a manner
so as to comply with all the requirements of this CAR. The system so established shall
be included in the Quality Control Manual and / or Operations Manual (as the case may
be) of both the Organizations. The AMO shall however maintain record of all the
defects observed on the aircraft, of an operator, in respect of which the maintenance has
been contracted to it (AMO).The AMO will produce such records for scrutiny by
DGCA officers when required.
5) "INITIAL INFORMATION”: - All defects classified as "major" or those requiring

"Major repair" or which are serious in nature and attracting public attention shall Be
intimated immediately on telephone by all Operators / Organizations to RAWO
(REGIONAL AIR WORTHINESS OFFICE) followed by written information The
written information containing complete details shall be forwarded , in

Case of;
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5.1) SCHEDULED OPERATORS: within 24 hours of the occurrence.
5.2) OPERATORS OTHER THAN SCHEDULED OPERATORS with in three

days of the
Occurrence of the defect. At least the following information will be indicated:-
a. Name of the Organization / Operator

b. Aircraft type and registration No.
c. Date and place of occurrence of the defect
d. Details of the defect(s) and the rectification action taken
{Note: - The complete details of defect(s) in case of defects reported on an

Aircraft at outstations may be sent on receipt of information by the "main
(Maintenance) base" of a Scheduled Operator with in a maximum period of three Days
unless otherwise required by the concerned RAWO. The format for reporting defect(s)
prescribed at Appendix ‘II ‘}.
6) All defects, whether major or not and including repetitive ones, shall be taken
Into account for computing statistics for determining components/systems
Reliability indices in case of scheduled operators , as called for in the CAR Series 'C' Part
V, and each repetition of the defect shall be considered as "a defect" for the purpose of
computation of reliability index provided rectification was attempted.
REVIEW OF DEFECTS REPORTED ON AIRCRAFT: -

(READING NOTES)
All operators shall evolve a system for undertaking a prompt review, by

Experienced and qualified technical personnel, of the nature of defects
(Whether major or other) and the adequacy of rectification action taken in
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Respect of each defect (including that of repetitive defects) Reported/observed on each

aircraft of its fleet, no sooner the aircraft returns to its "main base (including temporary
base)", from where it had departed last
1) SCHEDULED OPERATORS: Scheduled Operators shall carry out “Daily Review

“of the defects reported on the aircraft of the fleet.
2) OPERATORS OTHER THAN SCHEDULED OPERATORS: The periodicity of

review of the defects reported on the aircraft of the fleet of operators other than
scheduledOperators may be fixed by the operator in consultation with the RAWO
depending upon the type / quantum of operation and size of the fleet of aircraft.
3) The Regional Airworthiness Officers: may associate them selves with this Review
and ask for any additional information, or performance of such additional Work
considered necessary to rectify the defect and to render the aircraft Serviceable.
INVESTIGATION OF DELAYS & DEFECTS;-

CASE-1(READ)
1) SCHEDULED OPERATORS“Defects causing Mechanical delays on aircraft
Operated by Scheduled operators”: Delay to a scheduled service of 15
Minutes' duration or more, on account of aircraft defect (whether major or not), shall be
reported to Regional Airworthiness Office within 24 hours (working hours of
Airworthiness Office) of receipt of information about the delay by the
"Main maintenance base" (for the type of aircraft involved) of an operator as per the
format given in ‘Appendix III ‘or giving at least the following information:- (a)
Service Number, date and place of delay
(b) Type and Registration No. of the aircraft
(c) Duration of Delay
(d) Brief reason for the delay and the rectification action taken.
All defects, whether major or not and including repetitive ones, shall be taken
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Into account for computing statistics for determining components/systems

Reliability indices in case of scheduled operators, as called for in the CAR Series’' Part V
and each repetition of the defect shall be considered as "a defect” for the purpose of
computation of reliability index provided rectification was attempted.
OPERATORS OTHER THAN SCHEDULED OPERATORS, (READ)
Quality Control Manager or his representative shall supervise the compliance of the system for
investigation of defects detailed in preceding paragraphs
The investigation of all defects and particularly of Major Defects and Mechanical Delays
shall be completed expeditiously, so as to take preventive/corrective action at the earliest
possible. In case the completion of investigation of a major defect is likely to take longer
than one month, then investigation progress reports must be rendered to concerned
Regional Airworthiness Office every month till the finalization of the report. All efforts
must be made by an operator to complete the investigation of every major defect
within 3 months of its occurrence.
The major defect, (including those requiring "major repair") will be investigated
By the operator in association with the concerned Regional or Sub-Regional
Airworthiness Offices. Airworthiness Officer(s) may require the operator or the
Owner of the organization, to submit components, work sheets, documents and
Information connected with the defect, for such investigation
The investigation reports on major defects / mechanical delays shall be sent by The
operator / organization, in duplicate, to concerned Regional Airworthiness Office
soon after finalization.
The final report shall contain at least the following Information, in addition to these forwarded
vide Para 5 (above):-
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(a) Identification of parts/systems involved.

(b) Apparent or actual cause of the defect.
(c) Life of affected component since new and since last inspection, in terms of flight
hours/landings/cycles.
(d) Action taken by the operator to prevent recurrence.

(e) Any disciplinary action, taken by the operator, against any of its Employees. (f) Whether the
operator considers the investigation "closed" or "open" and If "open "the time it would take to
complete the investigation
DEFECT MONITORING:
5.1) The Regional Airworthiness Officers may require operators/maintenance

Organizations to furnish such additional information about the investigation
of The defect as considered necessary by them, either for "closing” the case or
for Conducting further investigation on their own. The operator shall furnish
such Additional information.
5.2) The Regional Airworthiness Offices shall ensure that Quality Control
Department of all operators/Aircraft maintenance Organizations (AMOs) are
adequately staffed to Discharge the duties and responsibilities prescribed in
procedures for defect recording, reporting, investigation, rectification and
analysis the Regional Airworthiness offices may also carry out spot checks on
the records of operators to ascertain if the system spelt out in preceding
paragraphs, and particularly the classification of defects, as called for in Para
3 procedures for defect recording, reporting, investigation, rectification and
analysis above, is being followed.
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5.3) The major defect, (including those requiring "major repair") will be
investigated by the operator in association with the concerned Regional or
Sub-Regional Airworthiness Offices. Airworthiness Officer(s) may require
the operator or the Owner of the organization, to submit components, work
sheets, documents and Information connected with the defect, for such
investigation.
5.4) The operator shall intimate the corrective action(s) taken on the
recommendation(s) made in the investigation report (finalized in accordance
with paragraph 3 above) along with a copy of the investigation report to the
Regional Airworthiness Office. A copy of the report shall also be forwarded
to DGCA (Headquarters - Attention DAW).
5.5) An operator/ AMO shall periodically, at least once in three months, analyze
the Investigation results of all the defects, whether major or not, collectively
to Determine, weakness, if any, in the basic design of a component or in the
lay out Of a system or in the maintenance technique adopted to perform the
work Involved, exists. If weaknesses are detected, then necessary corrective
action
Shall be taken by the operator / AMO under intimation to Regional Airworthiness Office.
All faults, malfunctions, defects and other occurrences which cause or may Cause service
difficulties or any adverse effects on the continuing airworthiness Of the aircraft shall be
reported by all operators / approved maintenance Organizations, to the
manufacturers/designer of the aircraft/engine/propeller/system/ components at the earliest
but not later than seven days of the occurrence, for a continuous assessment of the design
features of the aircraft. The type of information which the operator should provide to the
manufacturer assessing the reported service difficulties and rendering advice is given at
‘Appendix IV ‘to this CAR.
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5.6) Operators / Organization shall ensure;
a) Continued Airworthiness of the aircraft during its service life
b) Compliance with the appropriate airworthiness requirements after a modification, repair or

installation of replacement part;
c) That the aircraft is maintained in an airworthy condition as per the maintenance programme
and is in compliance with the maintenance requirements specified in Aircraft Rules, CAR
and by the manufacturer of the aircraft.
5.7) The Regional or Sub-Regional Airworthiness Office, may require any operator,
Notwithstanding the requirements stipulated in this part of the CAR, in the
Interest of safety of aircraft, to submit:-
(a) Full details of any defect(s), or
(b) Any component associated with the defect or delay investigation. The said components
shall not be disposed off in any manner without the prior approval of the concerned
Regional / Sub-Regional Airworthiness Office.
6). FLEET PERFORMANCE, ENGINEERING STATISTICS AND ANALYSIS:
6.1) SCHEDULED OPERATORS shall prepare a monthly report in respect of fleet

Performance and engineering statistics for determining the reliability of aircraft
Components and aircraft system, as required vide CAR Series 'C' Part V. The Monthly
statistics shall at least include the following:- (a)Premature removal rate of all
components.
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(b) Brief information about individual "in-flight shut-down (including flame-out)”

and In-flight shut-down rate of all types of engines in the fleet.
(c) Brief information about individual abortive "take-off"; and

(d) Number of "take-offs' per delay (of 15 minutes' duration or more, including the
( Cancelled flights).
6.2) OPERATORS OTHER THAN SCHEDULED OPERATORS(READ)

Shall forward the fleet performance report quarterly .A copy of the "Fleet performance
and engineering statistics" report shall be forwarded each to Regional Airworthiness
Office and to DGCA (Headquarters, attention DAW).
7) PRESERVATION OF RECORDS AND COMPONENTS:
7.1) The records, associated with the defects and their rectification actions,
shall be preserved for a period of one year and may be required for
consultation at the time of renewal of( C of A) of an aircraft.
7.2) The components, associated with the major defects shall be preserved
for a period of two weeks from the date of intimation of the defect, unless
required (in writing), by the concerned Regional and Sub-Regional
Airworthiness Office, to be preserved longer.
CLASSIFICATION OF MAJOR DEFECTSAPPENDIX – I
Given below is a list of Major defects, classified into two Groups i.e. Group-I and
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Group-II. The list is only a guideline and is not exhaustive. Each operator shall Report
the occurrence or detection of any one or more major defect so classified Either in
Group-I or Group-II.
GROUP-1:
A). Fires during flight;
B). Fires during flight not protected by a related fire warning system;
C). An engine exhaust system that causes damage during flight to the engine, Adjacent structure,
equipment or components;
D). engine shutdown during flight with external damage to the engine or aircraft Structure occurs;
E). Defect to an aircraft component that causes accumulation or circulation of Smoke,

vapour, or toxic or noxious fumes in the crew compartment or passenger cabin during
flight;
F). Any other major damage/ defect requiring extensive repair/ inspection/Modification to
the aircraft (or/and in cases as desired by local DAW office).
GROUP-II:
A). False fire warnings during flight;
B). Engine shutdown during flight because of flame-out;
C). Engine shutdown during flight due to foreign object ingestion or icing;
D). Shutdown during flight of more than one engine;
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E). Defect of a propeller feathering system or ability of the system to control Over-speed during
flight;
F). Defect of a fuel or fuel-dumping system that affects fuel flow or causes
Hazardous leakage during flight;
G). Defect related to landing gear extension or retraction, or opening or closing of Landing gear doors,
during flight;
H). Brake System components that result in loss of brake actuating force when
The aircraft is in motion on the ground;
I). Damage to aircraft structure that requires major repair;
J). Cracks, permanent deformation, or corrosion of aircraft structure, if more than the
maximum acceptable to the manufacturer or the DGCA;
K). Damage of aircraft components or systems that result in taking emergency actions
during flight (except action to shut down an engine);
L). Each interruption to a flight, unscheduled change of aircraft en route, or Unscheduled

stop or diversion from a route, caused by known or suspected
Mechanical difficulties or malfunctions;
SERIES-C (PART 2)
Flight Report - Recording of In-Flight Instrument
Reading and Reporting of Flight Defect.
1. APPLICABILITY:
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This part of CAR specifies the manner, in which the flight reports of a Public Transport Aircraft
are to be completed.
2. PURPOSE:
In order to enable effective monitoring of aircraft and engine systems functioning, and to
ensure proper rectification of defects observed by the crew, during preflight and post
flight periods, flight reports are to be
Completed as per the procedure given below:-
3. PROCEDURE FOR COMPLETING FLIGHT REPORTS OF A PUBLIC

TRANSPORT AIRCRAFT IS TO BE COMPLETED:-
3.1) Crew must record all parameter readings, as indicated by the respective
instruments under the appropriate columns of the approved flight reports including
the AVM (Airborne Vibration Monitoring) readings.
3.2) These recordings should be made at least once in each sector of the flight,
under stabilized cruise conditions, and also in the event of emergency conditions
of flight, however, on flight sectors of short duration, where the aircraft is unable
to obtain the stabilized cruise conditions of flight, recording of parameter readings
may be omitted, unless unusual parameters are observed during climbs or descent
phases.
3.3) Defect observed by the crew, during preflight, in-flight and post-flight
periods must be entered in the relevant columns of the flight report, giving full
details of their observations, with relevance to parameter readings, where
applicable.
3.4) Even if there are no defects, 'NIL' reports must be recorded and signed by
the crew for each sector of the flight.
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3.5) Where, necessary special reports regarding incidents, accidents or other

relevant observations made during the course of the flight, shall be recorded with
details of each case to enable proper follow up action.
3.6) Before releasing the aircraft for service the AME's shall examine pilots
defect reports after each sector of the flight and take appropriate rectification
action and record the same item wise in the flight reports under their signatures.
4) AME's must ensure that the crew has signed the 'Pilot Defect Report' even if the
defect is 'NIL'. In case the crews have failed to make any entry in the "PDR" they shall
not certify the aircraft till, the defect report for the previous flights is filled and signed by
the crew.
5) On arrival of the aircraft at the main base all parameter readings, must be checked
and analyzed to examine the satisfactory functioning of the various aircraft and engine
systems and to ensure that the rectification action taken
during the preceding flight sectors was appropriate by the Chief of Inspection of the area concerned
or his designated representative.
SERIES 'C' (PART III)
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Reporting/rectification of defects observed on all aircraft, Except

public transport aircraft.
1. APPLICABILITY:
This part of CAR specifies the procedure to be adopted in reporting of defects and also in
the recording of the rectification work carried out, on all categories of aircraft other than
the Public Transport Aircraft.
2. PURPOSE:
It is intended to ensure a high standard of airworthiness through systematic reporting of defects,
prompt remedial measures and a methodical analysis.
3). PROCEDURE:
3.1 )All defects observed by the flight crew during preflight, in-flight and post-flight
periods, must be recorded soon after the flight signed (by the pilot) and dated, giving full
details of the nature of the defect experienced, in a register, having numbered pages. In the
case of training aircraft, making a series of flights on a single day, the defects may be
recorded after the last flight of the day unless a serious defect occurs, requiring immediate
attention. The columns of the register must indicate necessary details of the defects and
the rectification work carried out by the AME under his dated signature. The register, one
for each aircraft, must be maintained in a manner similar to any other essential
engineering document and will be required to be examined from time to time by the
concerned officers of this Department and also be submitted to the Regional
Airworthiness office for scrutiny during renewal of C of A inspection along with other
aircraft documents.
3.2) If no defects or abnormality during any phase of operation is observed

throughout the day's flying a “NIL” report must be endorsed on the register to
indicate the aircraft continuous serviceability status at the end of the day,
Countersigned by the concerned AME for having noted the same.
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3.3) All abnormal occurrences like heavy landings, propellers hitting obstacles
flight through turbulence etc. must also be recorded by the flight crew, to enable
the maintenance crew to take necessary follow up action.
3.4) Prior to the first flight of the day, the AME certifying the safety of aircraft,
must ensure that all previous flight defects/incidents have been duly attended to
and this must be brough to the notice of the pilot and signature obtained in token
of having seen the nature of defect reported earlier.
3.5) If the entries are found to be incomplete or not recorded at all, the aircraft
would not be considered airworthy and should not be released for further flights
until the register is made up- to-date with necessary entries duly made.
3.6) The Chief Engineer shall make periodic assessment of the nature of
reported defects and, wherever necessary, take appropriate remedial action
3.7) The aircraft defect register, mentioned above, shall be kept at the normal
base of the aircraft and need not be carried on board. However, when the defects
are observed at places away from the normal base they may be recorded in the
appropriate column (Col. XI) of the Journey Log Book for Ultimate transference
of the same to the defects registers on return of the aircraft to the base. Whenever
the aircraft is temporarily based away from its normal base, the defect register may
also be located at the temporary base for continuous recording of observed defects
and the corresponding rectification action
SERIES 'C' (PART IV)

Analytical Study Of In-Flight Instrument Readings/ Recordings Of Aircraft
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1. APPLICABILITY:
This part of CAR specifies the manner in which the in-flight instrument
readings/recordings of a Public Transport Aircraft (Turbo Jet only) engaged in
scheduled services are to be analyzed for ensuring continued airworthiness of
aircraft.
2. PURPOSE:
(A)Modern Transport aircraft are fitted with a number of instruments which continuously
indicate the performance of aircraft, its components and systems during the flight.
Readings of such instruments, if intelligently monitored, give a clear and early indication
of in-service deterioration of engine or airframe performance for taking timely remedial
action to ensure continued airworthiness of an aircraft.
(B)It is therefore essential to lay down a procedure for evaluating the data so collected on
a regular basis. Such programmes are normally given by the airframe and engine
manufacturers who also give the method of evaluation and lay down tolerances as well as
acceptable deviations from the standard value. Unacceptable deviations from these
standards would call for the maintenance action on the part of the operator. Alternatively
such programme can be developed by the airline operator themselves with the approval of
DGCA.
3. PROCEDURE:
3.1) For each aircraft various instruments readings or deviations from standard
recordings as required by the manufacturers/DGCA, available from mach meter,
fuel flow meter, air speed indicator, altitude indicator, out side air temperature
gauge and engine parameters from N1 and N2 (rpm)
Indicators, EPR, EGT, and AVM gauges etc., shall be regularly plotted on a graph or tabulated.
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3.2) The plotted/recorded data shall be evaluated every month against the Alert
Values suggested by an operator and as approved by DGCA, to determine that
engine and airframe performance, remain within acceptable limits. For
determining the performance of airframe, a relationship between Fuel Flow and
TAS (True Air Speed) shall be established. Required corrective action shall be
taken for the deterioration observed. This procedure shall be reflected in the
Quality Control/Maintenance System Manual.
4). IN EVENT OF DETERIORATION BEING OBSERVED IN RESPECT:
(i) OF ENGINE:-, Regional Airworthiness Office may require accomplishment of

such curative measures as considered necessary or may even require replacement of the
deteriorated engine;
(ii) OF AIRFRAME:-, Regional Airworthiness Office may require the carrying out of
test flights to determine the increase in drag.
SERIES –C (PART-V)
MAINTENANCE CONTROL BY RELIABILITY METHOD.
1. PURPOSE:
1.1) The Maintenance Control by Reliability Method will alert the organization in
time and help it in identifying the potential problems existing on its
aircraft, engines and accessories and will thus enable it to take
preventive/curative measures expeditiously.
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1.2) The method permits an organization having sizable fleet of aircraft to amend
and refine its existing system of maintenance with respect to each type of
aircraft and its major components, in its fleet, in consultation with Regional
Airworthiness Office of DGCA, so as to improve the service reliability of its
fleet.
2. APPLICATION:
2.1) Every scheduled airline operator shall submit its Maintenance Reliability
Control Programme in the manner specified below for approval to the
(DGCA), New Delhi, through the Regional Airworthiness Office.
2.2) The programme, after its approval, shall become a part of Quality Control
Manual of the Operator.
3. DETAILS OF PROGRAMME:
3.1) The operator will describe in its programme:-
(1) Procedure of collection of information relating to observed/reported defects in

aircraft systems and/or components, investigation of defects
(2) Analysis of the results and the manner of Computing 'Alert Values', spelling out
the responsibility within the organization for monitoring the actual performance trends
vis-àvis Alert Values, and for initiating timely corrective/preventive measures.
4. FUNCTIONING:
4.1) All organizations will create a 'Reliability Monitoring Unit' (RMU) in the
Quality Control Division which will be entrusted with the responsibility of
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gathering information from various sources for analysis in order to determine

reliability trends of systems/components/structure of the aircraft operated by them.
4.2) The Reliability Monitoring Unit will, in coordination with specialists,

develop and introduce remedial measures to restore normal established trends
within acceptable limits of performance.
5. SOURCES OF INFORMATION:
5.1) The aircraft are maintained in continuous state of airworthiness by means
of Scheduled and Unscheduled maintenance. The “Scheduled
Maintenance” consists ofservicing aircraft and its systems at designated time
intervals, component changes atpredetermined periods, scheduled inspections and
scheduled modifications. The “Unscheduled Maintenance” consists of
corrective maintenance brought about as aresult of pilot reported defects and other
inspection "Finds".
5.2) The Reliability Monitoring Unit will gather information from both
Scheduled Maintenance and Un-scheduled Maintenance for Reliability
control. The likely primary sources of information will be:-
(i) Unscheduled removals.
(ii) Confirmed failures

.
(iii)Deficiencies observed and corrected during scheduled services but otherwise not reportable.
(iv) Pilot reports.
(v) Sampling inspections.
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(vi) Shop findings/Bench Check reports.
6. INFORMATION ANALYSIS AND REMEDIAL MEASURES:

{ANALYSING THE DATA THAT WE GET FROM THE “RMU”}
6.1) The operator will describe in the programme, its system of data analysis and its
application to Maintenance Control Programme. It will describe in detail types of
action
which will be triggered by the persons whenever trends reveal Abnormal

level of reliability.
6.2) The aircraft system reliability will be measured by the number of pilot reported
defects applicable to the system per 1,000 flight hours.
6.3) If the system is over the alert, an 'Alert Notice' will be issued by Reliability
Monitoring Unit to all concerned persons in his organization and a report in
duplicate will be forwarded to the Regional Airworthiness Office on 25th of
every month.
6.4) Where applicable, this information will also contain in summary form the
measures adopted by the operator in controlling the situation. The information
will contain pertinent comments/reports offered by specialists, manufacturers,
etc., and will, if possible, contain extent of progress achieved.
6.5) Subsequent reports will continue to be sent to the Regional Airworthiness Office
till the performance returns below the Alert Value.
6.6) The Regional Airworthiness office will relay one copy of the report to DGCA
(Attention: Director of Airworthiness) within 72 hrs of receipt of the same
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6.7) All aircraft systems will be recorded as per ATA-100 code.
7. ESTABLISHING (**ALERT VALUES):(READ)
7.1) Statistical techniques in arriving at Reliability Control figures (Alert Values) will
be used. The Alert Values will be numerically equal to the "Mean Value" plus
"Two Standard Deviations".
7.2) The figures/standards will be justified by an operator in the light of operator's

own experience supplemented by any other appropriate industry experience, if
available.
7.3) The operator may at his discretion provide a Reliability band or range for
measuring its quality of maintenance and if accepted by the Airworthiness
Authorities will form the reference standard which shall be met by the operator.
** ("ALERT VALUE"):- means maximum deviation from the normal operating limit but
within the allowable operating range, which shall not cause malfunction to an extent
where aircraft safety is in jeopardy.
8. RELIABILITY DISPLAYS:
Explanation :-{ once the operator has to monitor the data regarding the performance of his
aircraft in a regular basis in the methods described below so that he can know wether the
required performance is achieved with respect to maintenance aspects and also if corrective
actions are taken when a complaint is reported}
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8.1). The operator shall develop monthly graphic displays covering the operating
experience for the previous period including details of corrective action taken or planned
when the established standard is not met, of major affected systems.
8. 2).These displays should summarize operating experience at least for the last three months.
8.3) These displays and supporting data will be available for examination to the representatives of
DGCA. The operator, on request, shall furnish all data derived from its displays to the
representatives of DGCA.
8.4) All systems, components will be identified by a suitable system.
8.5) Displays should cover following details and will be forwarded to the Regional
Airworthiness Office by the 25th of each month:
(a) Aircraft system and/or component reliability numerically expressed as the number of
reported failures per 1000 aircraft hours or other appropriate denominator.
(b) Aircraft system and/or component reliability numerically expressed as the number of non-
routine removals per 1000 aircraft hours or other appropriate denominator.
(c) Aircraft system and/or component reliability numerically expressed as the number of
confirmed failure per 1000 aircraft hours or other appropriate denominator.
(d) Graphic presentation of (c) operating experience in relation to the level of performance
established.
8.6) All above said displays will be preserved by the operator for at least two Years.
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9. CHANGES IN MAINTENANCE CONTROL RELIABILITY METHOD
9.1) The programme furnished by the operator will include a procedure explaining
in detail any change in the system which needs prior approval of the
Airworthiness Authorities.
9.2) Following changes will require prior approval of DGCA:-
(a) Change in policy regarding method of computing performance number (Alert Value).
(b) Any upward change in TBO or 'service-time-increase' in schedule.
(c) Change in displays that would alter the type of information or frequency of information.
(d) Transfer of system/component from one type of control to other method of control.
(f) Data collection system.
(g) Data analysis Method.
10. DEFINITIONS FOR THE PURPOSE OF PROGRAMME :

( READ ONLY)
10.1)Each Reliability Programme submitted by the operator to DGCA will contain
definitions of the significant terms used therein. The definitions should include,
but not limited to, "System Failure", "Component Failure", "Functional Check",
"Unscheduled Removals" and any other terms which are basic to the particular
system.
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SERIES –D (PART-I)RELIABILITY
PROGRAMME (ENGINES).
MAIN POINTS HIGLIGHTED IN BOLD
1. APPLICABILITY:
This part of Series 'D'of the Civil Airworthiness Requirements specifies procedures for
governing reliability of aircraft engines operated by Scheduled Public Transport
Operators
.
2. INTRODUCTION:
The engine reliability programme recognizes in-flight shut down rate as a measure of
reliability and provides for immediate action should that rate become abnormally
high.
3. PROCEDURE:
3.1) The reliability of the engines fitted to aircraft shall be measured in

terms of the number and nature of all in-flight `shut down' (including flame
outs) in relation to the number of engine flight hours.
Note: Measuring the number of in-flight shut downs in relation to flight hours are straight
forward; however, measuring in terms of their nature is not. This point is included to
avoid misconception that pure numbers adequately measure reliability. Certain shut
downs tend to reduce margin of safety more than others and through exercise of good
judgment, the nature of shut downs should be weighed accordingly in programming
corrective action.
3.2) In-flight shut downs are recognized in two categories, the sum of which
will be used in establishing the operators shut-down rate.
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(a) Critical shut-downs are those which cause aircraft structural damage, generate
projections or fires, and adversely affect the controllability of the aircraft
And those which cannot be shut-down or feathered.
(b) Premeditated shut-downs: Shut-downs not falling under the definition of critical.
All in-flight shut-downs (except those for test or training) are used in computing an
operator's shut-down rate.
3.3) The operator will keep a current running record of the cause of all in-
flight shut-downs and engine in-flight hours and consolidate this data on a
monthly basis. By the 10th day of each month the operator will report to the
Regional Airworthiness Office, the shut-down rate, number of engines hours
flown, number of in-flight shut-downs and the reliability index.
3.4) By the 25th day of each month the above report will be supplemented by
information listing the in-flight shut-downs (classified as critical and not critical)
for the previous month showing causes and preventive action taken, and will
Also include part No., serial number, total time run, and time since overhaul, time since
inspection of the engine and units parts concerned. If information on the cause is not yet
available, the symptoms observed that led to the shutdown will be given. The cause may
be communicated later
3.5) The Regional Airworthiness Offices will analyze the reports submitted
(Vide 3.3 and 3.4) and forward them to the DGCA.
3.6). If the operator's reliability index is above the alert value he will in addition to
the information mentioned in (paragraph 3.4) submit a corrective programme to the
Regional Airworthiness Office by the 25th day of the month.
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3.7)These corrective programmes will outline the measures to be taken to improve the
reliability, the effective dates of the completion, projected reliability and any other
information relevant to the problem.
Examples of a corrective programme will be:
(i) Increased inspection frequency or amendment of inspection procedures.

(ii) Changes in operational procedures or limits.
(iii)Additional maintenance/flight training.
(iv) Modification to the existing parts.
(v) Reduction in overhaul times.
NOTE: Reliability is a function of many factors viz. basic design, operations, personnel
training, maintenance, overhaul and many others. It is important that all aspects be
considered while framing a corrective programme
.
3.8) .The operator’s corrective programme will be reviewed by the Regional
Airworthiness Office for completeness and acceptability and an analysis will be
made to determine the causes or factors causing the low reliability.
3.9). During the time the operator is in the 'Alert' area, the Regional office will:- (a)
Monitor this corrective programme closely to determine their effectiveness and
indicate the necessity of amendment.
(b) Keep the Director General of Civil Aviation informed of the progress and
effectiveness of the corrective programmes, so that the Director General of Civil
Aviation may be in a better position to advise them to co-ordinate the problems with
the other regions.
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EXPLANATION
{If it is observed by the DGCA by monitoring the reliability programme of the concerned operator
and if the operational values are always reaching the
“alert values”, the DGCA will suggest certain measures to get the values back to the normal
operating range.}
3.10). If(premeditated shut-downs the corrective programme fails to improve the

reliability, further analysis of the causes will be made and the Regional Airworthiness
Office may take action that is appropriate for the improvement for the same.
{NOTE: - For success of the programme, it is essential that both, the operator and the
Regional Airworthiness Office face the responsibility of the situation. As a team they
must be dedicated to the proposition that complete fairness in analysis is the only means
of approaching solutions to problems of complexities expected in the application of this
programme.}
SERIES –D (PART-II)
AIRCRAFT MAINTENANCE PROGRAMME AND THEIR APPROVAL(MAIN
POINTS HIGLIGHTED IN BOLD)
1. APPLICABILITY:
This series of CAR lays down detailed compliance standard of maintenance. The
requirements of CAR are applicable to airlines and non-scheduled operators as well as
private operators
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2.DEFINITIONS:
1. AIRWORTHINESS: The continuing capability of the aircraft to perform in a

satisfactory manner the flight operations for which it was designed.
2. MAINTENANCE: The action or a set of actions including inspection, servicing

and determination of condition required to achieve a desired out-come which restores an
aircraft part, equipment in serviceable condition.
3. OVERHAUL: Overhaul means stripping a unit and restoring it to its original

design performance level after replacing/reworking parts to a given standard.
4. DAMAGE TOLERANT: An item is to be judged damage tolerant if it can sustain

damage and the remaining structure can withstand reasonable load without structural
failure or excessivestructural deformation when the damage is detected. This includes
damage due to fatigue, accidental damage and damage due to environmental factors
5. STRUCTURAL SIGNIFICANT ITEM: A structural detail, structural element or

structural assembly is judged significant because of the reduction in aircraft residual
strength or loss of structural functions which are subsequent to its failures.
6. HARD TIME: This is a failure preventive process in which deterioration of an

item is limited to an acceptable level by the maintenance actions, which are carried out at
periods, related to time in service (e.g. calendar time, number of cycles, number of
landings). The prescribed actions normally include servicing and such other actions as
overhaul, partial overhaul, replacement in accordance with instructions in the relevant
manuals, so that the item concerned (e.g. system, component, portions of structure) is
either replaced or restored to such a condition that it can be released for a further specified
period.
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7. ON CONDITION: This is also a failure preventive process but one in which the
item is inspected or tested, at specific periods, to an appropriate standard in order to
determine whether it can continue in service (such an inspection or test may reveal a need
for servicing actions). The fundamental purpose of
On- Condition is to remove an item before its failure in service. It is not a philosophy of 'fit'
until failure or 'fit and forget it'.
8. CONDITION MONITORING: This is not a preventive process, having neither

Hard Time nor On- Condition elements, but one in which information on items gained
from
operational experience is collected, analyzed and interpreted on a

Continuing basis as a means of implementing corrective procedure.
3. PURPOSE OF THIS (C.A.R):

It is essential for the continued airworthiness of aircraft/aircraft systems that there is
an efficient maintenance program applicable to each aircraft. With the change of size,
complexity and high performance of aircraft and also with improved design techniques it
is essential that a more knowledgeable approach is made to the control of
maintenance. The earlier concept of stripping and overhauling of all aircraft components,
items of equipment to ensure the airworthiness is no longer justified considering improved
design techniques, redundancy in the system, high degree of builtin reliability and cost
involved in carrying out overhaul as airlines have to fly aircraft not only safely but also
economically.
4. PRIMARY MAINTENANCE PROCESS: It has been recognized by the
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Various airworthiness authorities that the airworthiness of aircraft and safety of its operation can be
very well maintained by three following processes:-
(A) HARD TIME MAINTENANCE PROCESS:This process recognizes that the

component or the part has got direct relationship between reliability and the age and
also its failure on the aircraft may have direct effect on the safety.Failure rate and
premature removal could be very well analyzed to establish that the
components/parts have been failing after reaching particular hours of operation at
which it is most desirable and efficient to remove the component from the aircraft and
carry out overhaul rather than let it fail on the aircraft. The process is called the failure
preventive maintenance process. This process is suitable for operators with very
small fleet of aircraft, low utilization and smaller in size where system redundancy and
modern sophistication has not been built in the design stage and the operator may not
have a large support organization of Quality Control/record keeping.
(B) ON CONDITION MAINTENANCE :This concept was later on developed

where the components deterioration or determination in reliability could be
measured or properly assessed without stripping the component by physical
measurement, bench check, internal leak rate checks, and the operator has to justify
and substantiate necessary data and support either from the manufacturers or from his
own operational data analysis with the particular components performance that failure
resistance could be detected by in situation maintenance for functional check and
establish a performance standard after which the component will be removed and again
brought to its original performance level and released for service for specified period.
(C) CONDITION MONITORING: Condition Monitoring components have no

overall control and are operated to failure.No maintenance task is required to
evaluate condition, life expectancy or reliability degradation to replace the item
before it fails. Neither 'Hard Time' nor 'On Condition' standards can control the
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reliability or failure rate of CM items. Replacement of *CM items is an

UNSCHEDULED maintenance action.
*CM-Condition monitoring
Note : Notwithstanding the above, the definitions given by the manufacturer shall prevail over
those given in this CAR.
5. APPROVAL OF THE SYSTEM:

An operator depending on his capability, staff and other support organization
Should apply to the Regional Airworthiness Office for approval of his Maintenance
Program. He can select either of the above three maintenance Programs or a
combination of these processes as the primary means of controlling the maintenance
activities thereby leading to effective airworthiness Control. Manufacturer's
recommendation will be the main guiding factor. Multi Cell components can have all the
three processes applied to e.g. an engine having a number of components (cells) some of
which may be time limited (discs etc.), the others may be depending on the ON Condition
for example deterioration of engine power and checked by Condition Run and some on
'On Condition Monitoring' concept.
6. MONITORING OF THE APPROVED MAINTENANCE PROCESS :

The maintenance process approved for an operator will have to be monitored continuously
for its result and changes implemented arising out of this monitoring. Monitoring is
basically based on statistical analysis of various Performance parameters.
(1) PILOTS' REPORT: Occurrence of malfunction in flight are recorded in the

Technical Log by the Flight Crew for each flight. Pilots also record various instrument
data for monitoring the condition of the engine and airframe. The engine performance
can be very well monitored by the in flight crew monitoring of instruments. These
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monitoring indicate long term trend and are very useful in recognizing impending
failure/deterioration. The Pilots' report etc. is calculated as rate per 1000 hours of
operation or as a number of per 100 departures. The operator has to establish an Alert
level based on experience of initial operation and it can be continuously up-dated by
means of what is called Rolling average either quarterly or six monthly.
(2) ENGINE INFLIGHT SHUT-DOWN: Engine In flight Shut-Down may result in

removal of the engine for further overhaul or repair. Analysis of the causes and the
failure give lot of information on the method of operation and the standard of engine
overhaul, the basic design of the engine. Feed-back from strip report will be very
much beneficial for enhancing the reliability of Power Plant.
(3) AIRCRAFT MECHANICAL DELAY AND CANCELLATION

OF SERVICES: Performance of the operator or an airlines organization is
Very well judged by the mechanical delays to scheduled services and also by the
cancellations. All delays of more than 15 minutes. As per the present approved
practice are to be reported and the operator support system (Quality Control
System) has to assess cause and take corrective action. The delays are classified and
assessed *ATA system wise and dispatch reliability calculated.
*ATA-AIRLINE TRANSPORT ASSOCIATION

(4) COMPONENTS UNSCHEDULED REMOVALS OR PREMATURE REMOVALS :
This is another factor which would help the operator to assess the condition of the
component maintenance behavior. After proper investigation of confirmed failures. Such
components are to be investigated by the operator’s reliability control section and
necessary corrective action taken.
7. STATISTICAL RELIABILITY MEASUREMENT : The various data collected are

reduced to 1000 per hrs. Of operation or thousands of flight hours and numerical rate
derived. The pilot’s reports as well as the confirmed failures are to be taken as
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complementary to each other as sometimes unscheduled removal of components may

not be a confirmed failure.
8. RELIABILITY ALERT LEVEL:The Reliability Alert level for the purpose of

establishing the performance standard control level or an upper limit may be
established based on the operators experience initially over two to three years of
operation depending on fleet size and utilization and then to be continuously
updated on the experience gained and corrective action taken. There are several
methods of calculating an alert level and any of the established methods of statistical
analysis may be used.
9. THE PROGRAMME DOCUMENT: The operator will have to document the

programme for the guidance of all the personnel involved for satisfactory
Implementation. It will also include the method of establishing alert value, the method of
data collection, publishing various documents for the guidance of others bringing out the
various charts and graphs to indicate the Trend. The Airworthiness Officers would carry
out checks to ensure that the programme is implemented in the spirit. Any deviation
observed by them would be brought to the notice of Quality Control Manager for
corrective action. Regular evaluation and assessment by operator's higher authorities of
the reliability programme must be done at frequent intervals to detect the fault in the
system. The
Programme will have to be reflected in the Maintenance System Manual of the operator. It
will clearly indicate the alert values or upper control limit which requires a maintenance
action.
The operator’s reliability monitoring unit under the Quality Control Manager will
review the various Pilots Reports, premature removed components, investigation
reports, confirmed failures, defects noticed By the AMEs on ground and take
necessary corrective action after establishing the monthly rate in light of the alert
established for the components. After gaining experience and after demonstrating to the
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Regional Airworthiness Offices the particular component or item is shifted from one type
of programme to the other.
The criteria for fixing whether the component would be on Hard Time, On Condition or
Condition Monitoring concept will have to follow the logic decision tree given in the Appendix
(ii) To this CAR (MSG 2 Logics). When the operator wishes to change a component from
one type of maintenance to another he will produce necessary statistics to demonstrate and
justify the same. Manufacturers' recommendation would also be a guide in this regard.
The operator will also produce the failure rate removal etc. in graphical form for the
purpose of quick assessment. Whenever alert value exceeds, Q.C.M. would initiate
necessary corrective action
In this connection. However, wherever the failure rate remains below an approved
alert level the operator can adjust the life of component. Alert value will be
established for each operator by taking the mean failure/defect removal rates and
adding to it two or three standard deviations to have a realistic confidence level and
scatter.
10. THE STRUCTURAL INSPECTION PROGRAMME: Pressurized transport

aircraft require regular assessment of their structure which degrades in strength
due to fatigue, corrosion and accidental damages received during the
Maintenance. The operator should have a regular programme for assessing the
condition of the aircraft structure. The operator has to identify the significant
structural items (SSIs) and devise a means of regular inspection of these items.
Initially for older aircraft, manufacturers would issue a document called
'Supplemental Structural Inspection Documents'. This document contains
significant structural terms, method of inspection and required corrective
action.The documents when issued for an aircraft will be declared mandatory for
continued airworthiness of the aircraft. There should also be a regular corrosion
prevention schedule included in the operators' Maintenance System Manual in respect
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of the particular aircraft mentioning the type of inspection and various prevention
methods utilized for the purpose. It may be mentioned that aircraft had been designed
and their strength had been assessed without considering impact of corrosion.
Corrosion degrades strength considerably to the extent that catastrophic failure may
occur. Particular areas such as wing tanks, lavatory galley, bilge areas, require greater
attention. Similarly aircraft used for insecticide spray requires much greater attention
in this regard. MSG 2 Decision logic given in Appendix (II) equally applies to
structure.
11. AIRCRAFT ENGINE ANALYSIS METHOD: The method of determining contents

of the power plants scheduled maintenanceProgramme is similar to the
programme of other components. The operator has to identify:
A). The system and their significant items.

B). Their functions, failure modes and failure effects.
C). Define Scheduled Maintenance task having potential
D). Maintenance leading to better reliability.
E). Assess the desirability of schedule of those tasks
F). having potential effectiveness.
G). Determine initial sampling threshold.
11.1) IN FLIGHT SHUT-DOWN:

Premature removal rate and engine instrument monitoring by crew are the methods which
can easily give the condition of the engine operation. Mechanical parameters like engine
oil analysis programme, oil consumption etc. are also methods available for the purpose.
12. PROGRAMME DOCUMENT:
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Once the maintenance programme is approved, the same shall be reflected in the
Operator's Quality Control manual. The details of the programme such as inspection
schedule, COSL, special inspection schedules, etc. should be reflected in the Operator’s
Maintenance System Manual. It shall be the duty of QC Manager to ensure that all
concerned personnel are made familiar with the contents of the manuals and ensure its
compliance.
SERIES –D (PART-III)
'ON-CONDITION' MAINTENANCE OF RECIPROCATING ENGINES(PISTON
ENGINES).
MAIN POINTS HIGLIGHTED IN BOLD
1. APPLICABILITY:
This part of Series 'D' of CAR lays down the procedure which shall be followed by all
operators, including private aircraft operators (and engines overhauling agencies) of
piston engines to ensure continued airworthiness of such engines.
2. SCOPE:
By following the procedure laid down hereunder (in paragraph 5), operators can operate
piston engines up to the 'lives' (*TBO) prescribed by the manufacturers straight away
(subject to such in-service inspection as may be specified by DGCA) and even beyond
provided the calendar period limits (reference
CAR Series 'S' Part II) are not exceeded. However for operating engines beyond manufacturers laid down
(TBOs), prior concurrence of Regional Airworthiness Office
shall be necessary. Policy and procedure of an individual operator

In this regard shall have to be spelt out in operator's Maintenance System Manual.
*TBO-TIME BETWEEN OVERHAULS
4. DEFINITIONS:-
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4.1) “ON-CONDITION MAINTENANCE":- means accomplishment of repetitive

(i) Visual inspections or (ii) physical measurement or (iii) 'in situ'/bench/test, etc., to
determine the continued serviceability of the components, on which such maintenance is
performed, without having to dismantle them completely and before such components fail
or reach a critical stage in their operation.
4.2) "ALERT VALUE":- means maximum deviation from the normal operating limit but
within the allowable operating range, which shall not cause malfunction to an extent
where aircraft safety is in jeopardy.
5). PROCEDURE FOR 'ON-CONDITION' MAINTENANCE OF

RECIPROCATING ENGINES (PISTON ENGINES).
5.1). Every operator Shall Maintain “A CONTINUOUS RECORD OF

THEFOLLOWING ENGINE PARAMETERS(as applicable)”,in graphical form
(preferable, if feasible) or tabulated form, in respect of each piston engine operated
by him:-
(a) Revolutions per minute (static)

(b) Manifold pressure
(c) Oil pressure
(d) Oil temperature
(e) Oil consumption (average figure computed over a period of operation).
(f) Cylinder head temperature
(g) Cylinder compression figure
(h) Condition of engine oil screen (pressure and suction) with regard to metal/sludge accumulation
(i) Condition of spark plug electrodes (for lead fouling, fuel fouling, oil fouling and unusual wear)
(j) Such other parameters as may be decided by the DGCA
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These parameters must be recorded under stabilized conditions during periodical ground "run
up".
5.2) The operators shall require engine overhauling agencies to provide a life record in the
engine log book of all such parts of engine which are having stipulated fatigue lives.
It shall be the responsibility of the overhauling agency to

mention the fatigue lives of the components in the engine log book. And it shall be the
responsibility of an operator to ensure that an engine is not operated to an extent where the
fatigue lives of components fitted in it are exceeded. It shall also be the responsibility of
an engine overhauling agency to report to Regional/Sub-Regional Airworthiness Office
promptly, in writing, all "life limiting features" observed by it during the overhaul of an
engine/engine accessories.
5.3). The parameters shall be recorded/plotted after every 50 hours or so of engine

operation (the exact period will be decided by an operator in consultation with Regional
Airworthiness Office) and average figure obtained during this period shall be utilized for
the purpose of recording.
5. 4). Every parameter shall have an alert value which will be fixed in consultation
with Regional Airworthiness Office. Alert values are for reference only to indicate that
corrective maintenance action is necessitated. Alert values are not acceptance limits.
5.5) Regional/Sub-Regional Airworthiness Offices shall be informed promptly, in

writing by operators whenever alert values are reached or abnormal
conditions are observed along with the corrective maintenance action
proposed to be taken.
5.6) All mandatory modifications shall be embodied as stipulated.
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5.7) Engine operating limits, as prescribed by the manufacturer/DGCA shall not be

exceeded.
5.8) Maintenance System Manual shall spell out the corrective maintenance action
which shall be taken when alert values are reached or an abnormal condition,
is observed.
5.9) Engine accessories, including propellers, may follow maintenance programme

(including fixation of TBOs) independent of the engine. The maintenance
programme in this regard shall also be spelt out in Maintenance System
Manual. The consolidated maintenance and operational records of such
accessories (having lives independent of engine life) shall be maintained
separately in a register or in log cards.
5.10) Engine overhaul records in respect of all but particularly failed engines
shall be preserved at least for 5 years by overhauling agencies, for scrutiny
and reference, if necessary.
5.11) Officers of Regional/Sub-Regional Airworthiness Offices may, during

their spot checks, inspect the parameter monitoring record of the operators. If
operators do not maintain monitoring records, as stipulated in paragraphs 5.1,
or fail to observe requirements (as applicable to them) of paragraphs 5.2 to
5.9, the In charge, Regional/Sub-Regional Airworthiness office, may require
immediate withdrawal of the affected engine from service.
SERIES –D (PART-IV)
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TIME BETWEEN OVERHAUL - REVISION PROGRAMME.

MAIN POINTS (HIGLIGHTED IN BOLD) READ ONLY
Once the life development programme is approved, any communication regarding
premature removal of engine, airframe or engine accessories should be intimated to the
Regional/Sub regional Airworthiness office as per applicable Performa 'A' and 'B'
enclosed herewith.
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SERIES –D (PART-V)
MAINTENANCE OF FUEL AND OIL UPLIFT AND CONSUMPTION
RECORDS - LIGHT AIRCRAFT ENGINES.MAIN POINTS
(HIGLIGHTED IN BOLD)
1). APPLICABILITY: This part of Series 'D' of the CAR specifies procedure for
maintenance of records of fuel and oil uplift and consumption in respect of light aircraft
engines.
2). PROCEDURE: The records of fuel and oil uplift and consumption should be maintained in a
register as per Performa given on the reverse.
3). PERIODICAL RECORDING OF FUEL AND OIL CONSUMPTION:

The average fuel and oil consumption of engines will be recorded in the engine log books
by an appropriately licensed Maintenance Engineer:-
(i) After the post overhaul test of the engine;

(ii) After the partial/top overhaul or repair of the engine followed by a test run/test
flight, as applicable;
(iii) At periods approved as per the approved maintenance schedules or at every 25
hours, whichever higher.
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SERIES –D (PART-VI)
FIXING OF ROUTINE MAINTENANCE PERIODS AND OF COMPONENT'S
T.B.OS `INITIALS' AS WELL AS `REVISION'.MAIN POINTS
(HIGLIGHTED IN BOLD)
1. APPLICABILITY:
1.1) .This part of CAR Series `D' specifies the procedure for -
i) Fixing initial periods of preventive "Maintenance Schedules" and overhaul of components of
aircraft (TBOs); and (ii) Revision of such periods.
2. DEFINITION:
2.1) MAINTENANCE: The action or a set of actions including inspection,

servicing and determination of condition required to achieve a desired out-come
which restores an aircraft part, equipment in serviceable condition.
2.2) HARD TIME: This is a failure preventive process in which deterioration of

an item is limited to an level by the maintenance actions which are carried out at
periods related to time in service (e.g. calendar time, number of cycles, number of
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landings). The prescribed actions normally include servicing and such other
actions as overhaul, partial overhaul, replacement in accordance with instructions
in the relevant manuals, so that the item concerned (e.g. system, component,
portions of structure) is either replaced or restored to such a condition that it can
be released for a further specified period.
2.3) ON CONDITION: This is also a failure preventive process but one in

which the item is inspected or tested, at specific periods, to an appropriate
standard in order to determine whether it can continue in service (such an
inspection or test may reveal a need for servicing actions). The fundamental
purpose of On-Condition is to remove an item before its failure in service. It is not
a
Philosophy of 'fit' until failure or 'fit and forget it'.
2.4) CONDITION MONITORING: This is a failure preventive process having

neither Hard Time nor On-Condition elements but one in which information on
items gained from operational experience is collected, analyzed and interpreted on
a continuing basis as a means of implementing corrective procedure.
2.5) PREVENTIVE MAINTENANCE: means the work performed at pre-

determined intervals to maintain an aircraft, aircraft components or aircraft
systems in an airworthy condition.
3). FIXATION OF INITIAL PERIOD:
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3. 1). The basic principle to be followed in fixing initial periods is that the inspection
checks or Maintenance or overhaul is performed at periods well within the proven
"service-life".
3.2) In determining what the proven "service-life" of an aircraft or any of its components might
be, the following factors will be kept in view:-
1) Areas of operation (whether it is dusty/moist laden/corrosive etc).

2) Engine operating powers, procedures etc. (whether frequent full throttle/T.O. power utilized for
effecting take-offs from short fields).
3) Stage lengths (No. of landings effecting on flight sectors, i.e., short-haul or longhauloperations).
4) Other operators service experience of similar equipment.
5) Applicant's own service experience on similar type of equipment.
6) Manufacturer’s recommendations.
7) Known operational history of the component.
8) Modification status of the component (incorporation of latest service /modifications issued by
manufacturers would mean higher reliability and would normally deserve fixation of higher life.
3.3) Applications for fixation of initial periods shall be made by operators with
substantiating data to Regional/Sub regional Airworthiness Offices. Such periods
shall be approved by DGCA headquarters on receipt of comments from
Regional/Sub-regional
Airworthiness officers in case of

Aircraft operated by Indian Airlines, Air India, Vayudoot and Pawan Hans Ltd. and for all
other operators the Regional Airworthiness Office shall approve the periods.
3.4) Once the proposal is approved, then the maintenance periods (including
TBOs) must be reflected in Maintenance System manual.
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3.5) Wherever warranted "Hard Time Periods" (TBOs) and maintenance

schedule periods must be expressed in terms of calendar periods too, besides in
terms of operational hours/number of landings/number of cycles especially in
cases of aircraft having low utilization
.
3.6) On Condition" maintenance concepts in respect of certain components may
be accepted provided the applicant spells out adequate Insitu/Bench tests, in
routine preventive\ maintenance schedules or separately, to determine continued
serviceability of the components.
3.7) Condition Monitoring components have neither Hard Time nor On

Condition Control standards and are operated to failure. No maintenance task is
required to evaluate life expectancy
Or reliability degradation to replace the item before it fails. Replacement of Condition Monitored
items is an unscheduled maintenance action.
4. REVISION OF INITIAL PERIODS (Planned life development):
4.1) On the consideration of operating economy, operators desire to vary the

"servicelives" of routine maintenance schedules or of components (Hard Time
Periods/TBOs). Mostly on
achieving satisfactory service performance the "revision" sought are upwards but there are
occasions when unsatisfactory performance must automatically prompt operators to
reduce the "service lives". Whereas upward revision (from "initial life" or from "revised
life" ) requires prior approval of DGCA but reducing the life may be effected by an
operator on its own under intimation to Regional/Sub-regional Airworthiness Offices.
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Subsequent upward revision of "reduced-lives" must also be done with prior concurrence
of Regional Airworthiness Office.
4.2). A continued satisfactory performance of aircraft and aircraft components as stated

below:
i) Two consecutive major maintenance schedules (on the same aircraft or on

different aircraft of the same type) reveal satisfactory condition of aircraft structure
and its system and/or
ii) The component premature removal rate is within 0.3/1000 hours continuously
for 6 months. entitles an operator to submit proposals for upward revision of
"maintenance periods"/TBOs.
4.3) An operator may submit a programme of life development, comprising of

various stages at which the programme would be sampled, to Regional/Sub-
regional Airworthiness Office.
Considering the operational experience in general and commenting on seriousness of

defects encountered, premature removal rates experienced, and the remedial measures
initiated by the operator, Regional Airworthiness Office may forward such a programme
to DGCA with their recommendations, for acceptance. Sub-regional Airworthiness
Offices shall also send such programmes directly to DGCA with a copy to Regional
Airworthiness Office.
4.4) Once a programme is approved, then Regional Airworthiness Office (not a

subRegional Office, who will have to approach Regional Airworthiness Office for
the purpose) may approve,
(subject to satisfactory condition of "samples" and adequate remedial action having been
taken in respect of deficiencies observed, with no life limiting features having been seen
and manufacturers' recommendations having been taken note of) new "service lives" at
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various stages (within the approved programme) on its own, under intimation to
headquarters.
4.5). An operator may operate remaining programmed aircraft/ aircraft components to the
next stage of the approved life development programme after submitting the satisfactory
“samples" at the previous stage, with the concurrence of Regional Airworthiness Office.
5). Advance intimation shall be given to the Regional/Sub regional Airworthiness Offices
of the inspection of the "sample" and they may associate with the "inspection" at various
stages of life development programme.
6). Regional/Sub-regional Airworthiness Offices may require an operator to submit

"samples" to bench checking and in case of engines even to flight tests (like climb
performance check) for determining the extent of deterioration, before approving revised
life at any stage.

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Responsibility of operators/owners of aircraft and supervision of theirairworthiness

2. SCOPE OF RESPONSIBILITY OF OWNERS/OPERATOR:

2.3 FOR MAINTAINING THE AIRCRAFT IN AIRWORTHY CONDITION:

(i) Periodical inspections as approved by DGCA

(ii) Replace lifed components at intervals approved by the DGCA

(iii) Carry out repair/modifications as required by DGCA.

2.4 THE RESPONSIBILITY OF OWNER/OPERATOR TO

(iii) Extend co-operation to authorized officers of Airworthiness Directorate in supervising the

3. SCOPE OF SUPERVISION BY AIRWORTHINESS DIRECTORATE:

Technical Officers of Airworthiness Directorate will monitor the airworthiness standards

Technical officers of Airworthiness Directorate may require

C .A.R SERIES 'A' PART II

PROCEDURE FOR ISSUE OF CIVIL AVIATION REQUIREMENTS (CAR SECTION 2

1.1. The Airworthiness Directorate issues "Civil Aviation Requirements (Section

2. PROMULGATION* OF CIVIL AVIATION REQUIREMENTS:

2.2. The promotion and implementation of Civil Aviation Requirements is to meet:

Note: The above would facilitate exchange of products, services or persons.

3. NUMBERING OF CIVIL AVIATION REQUIREMENTS:

(PROMULGATION*)---1:to make (as a doctrine) known by open declaration

a:to make known or public the terms of (a proposed law)

b:to put (a law) into action or force declare

4. PROCEDURE FOR ISSUE OF CAR AND ITS SUBSEQUENT REVISIONS :

C .A.R SERIES 'A' PART III

OBJECTIVES AND TARGETS OF AIRWORTHINESS DIRECTORATE OF CIVILAVIATION

3.1 EMERGENCY LANDING (E/L):

3.2 HARD-TIME MAINTENANCE:

3.3 ON-CONDITION MAINTENANCE:

3.4 CONDITION MONITORING:

3.5 PREVENTIVE MAINTENANCE:

(f) Number of services scheduled during the period; and

4.5 The above information in a consolidated manner (information

Note: - Even if the information is 'NIL' the same shall be intimated.

The recommendations may be in the form of:- (i). Suggesting

(ii). Proposing varying the frequency of existing preventive maintenance.

(iv). Suggesting incorporation of modifications on mandatory basis

(vi). Increasing the frequency of monitoring checks by Airworthiness officers.

C .A.R SERIES 'A' PART IV

AIRWORTHINESS REGULATION ANDSAFETYOVERSIGHT OF

MAIN POINT NOTES:-

3.2 The organization shall demonstrate, before grant of the

3.5.4 Maintenance support arrangements shall only be provided by the organizations

3.5.6 The approved Maintenance Organizations shall maintain their

3.6 QUALITY CONTROL

A). Delay, defect and engineering incident investigation

A). The licenses are maintained current/valid.

3.6.7 QC department shall ensure that vendors hold DGCA approval.

3.6.11 Negative trends in the maintenance/inspection programme noted during routine

This monitoring is done through:-

b. Day to Day Monitoring: Scheduled operators shall conduct daily meeting to

Typical example of the data used to monitor airworthiness

- Tear down/strip reports

- Mechanical Reliability Reports.

3.7 ENGINEERING PERSONNEL:

3.7.1. In accordance with Rule 54 of the Aircraft Rules, 1937, all

3.7.3 An operator employing appropriately licensed AME from any Other

3.7.4 Where the AMEs is required to be trained on a particular type of aircraft,