10.7 Applicable National and International Requirements

Module 10
Licence Category
A, B1, B2 and B3
Aviation Legislation
10.7 Applicable National and
International Requirements
For Training Purposes Only

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Module 10.7 Applicable National and International Requirements

(if not superseded by EU requirements)
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© Copyright 2014 For Training Purposes Only
Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
ST Aerospace Ltd.
Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:
LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.
LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.
LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents
Module 10.7 Applicable National and International Requirements (if not superseded by EU
requirements) _______________________________________________________________ 9
(a) ________________________________________________________________________ 9
Classification of aircraft as ―EASA Aircraft‖ and ―Non-EASA Aircraft‖ ______________ 9
UK CAA Information ______________________________________________________ 10
Mandatory Requirements for Airworthiness (CAP 747) ___________________________ 10
Civil Aircraft Airworthiness Information and Procedures (CAAIP) ___________________ 14
Approved Maintenance Programs, Checks and Inspections _____________________ 21
Maintenance Schedule Contents ____________________________________________ 21
Light Aircraft Maintenance _________________________________________________ 23
Pilot Maintenance _______________________________________________________ 23
Scheduled Maintenance __________________________________________________ 24
UK CAA Light Aircraft Maintenance Programme (LAMP) _________________________ 26
Annual Checks __________________________________________________________ 26
Inspections _____________________________________________________________ 27
Pre-Flight Inspections ____________________________________________________ 27
Safety Critical Maintenance Tasks ___________________________________________ 29
Airworthiness Directives (ADs) _____________________________________________ 31
Airworthiness Directives for UK Registered Aircraft ______________________________ 31
Non-Emergency ADs _____________________________________________________ 31
Emergency ADs _________________________________________________________ 31
Responsibilities of Owners/Operators and Individuals/Organisations Carrying Out
Maintenance and Overhaul ________________________________________________ 31
Repetitive Inspection _____________________________________________________ 32
Airworthiness Directive Alternative Means of Compliance (AMOC) __________________ 33
EASA‟s View on Airworthiness Directives _____________________________________ 33
Service Bulletins, Manufacturers Service Information ___________________________ 35
Modifications and Repairs _________________________________________________ 37
Maintenance Documentation _______________________________________________ 39
General _______________________________________________________________ 39
ATA 100 / iSpec 2200 Chapter System _______________________________________ 39
Maintenance Manuals ____________________________________________________ 44
Illustrated Parts Catalogue _________________________________________________ 44
Component Maintenance Manual ___________________________________________ 45
Structural Repair Manual __________________________________________________ 47
Wiring Diagram Manual ___________________________________________________ 48
Revision and Amendments to Manuals _______________________________________ 48
Boeing On-Line Data _____________________________________________________ 50
Microfilm ______________________________________________________________ 52
Microfiche _____________________________________________________________ 53
Computer CD-ROM ______________________________________________________ 53
Supplementary Information ________________________________________________ 53
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(b) _______________________________________________________________________ 55
Continuing Airworthiness __________________________________________________ 55
UK CAA Continuing Airworthiness Oversight of „State Aircraft‟ _____________________ 55
Test Flights _____________________________________________________________ 57
Full Flight Tests _________________________________________________________ 57
Maintenance Check Flights ________________________________________________ 57
Check Flights for Continuing Airworthiness Management _________________________ 58
Extended Range Twin Operations (ETOPS) ___________________________________ 61
Definition ______________________________________________________________ 61
Requirements __________________________________________________________ 61
ETOPS Maintenance Requirements _________________________________________ 62
ETOPS Maintenance Programme ___________________________________________ 63
ETOPS Manual _________________________________________________________ 63
Oil Consumption Programme _______________________________________________ 63
Engine Condition Monitoring _______________________________________________ 64
Rectification of Aircraft Defects _____________________________________________ 64
Reliability Programme ____________________________________________________ 64
Propulsion System Monitoring ______________________________________________ 65
Maintenance Training ____________________________________________________ 65
ETOPS Parts Control _____________________________________________________ 65
All Weather Operations ____________________________________________________ 67
Introduction ____________________________________________________________ 67
ILS Categories __________________________________________________________ 68
Special CAT II and CAT III Operations _______________________________________ 69
Category II Operations and Minimum Equipment Requirements ____________________ 70
Category III Operations and Minimum Equipment Requirements ___________________ 71
Worksheet 10.7 __________________________________________________________ 73

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Module 10.7 Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EC) No.2042/2003 Annex III
(Part-66) Appendix I, as amended by Regulation (EC) No.1149/2011, and the associated
Knowledge Levels as specified below:
Part-66 Licence Category
Objective
Reference A B1 B2 B3
(a) Maintenance Programmes, Maintenance
10.7 1 2 2 2
checks and inspections;
Airworthiness Directives;
Service Bulletins, manufacturers service
information;
Modifications and repairs;
Maintenance documentation: maintenance
manuals, structural repair manual, illustrated
parts catalogue, etc.;
Only for A to B2 licences:
Master Minimum Equipment Lists, Minimum

Equipment List, Dispatch Deviation Lists.
(content moved to Section 10.4)
(b) Continuing airworthiness; 10.7 - 1 1 1
Minimum Equipment Requirements - Test
flights;
Only for B1 and B2 licences:

ETOPS, maintenance and dispatch
requirements;
All weather Operations, Category 2/3 operations

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Module 10.7 Applicable National and International
Requirements (if not superseded by EU requirements)
References: EASA Part-21 and Part-M and their associated AMC/GM
CS-AWO, EU-OPS, AMC-20
CAP 562 Civil Aircraft Airworthiness Information and Procedures (CAAIP)

CAP 747 Mandatory Requirements for Airworthiness
CAP 766 - Light Aircraft Maintenance Programme (LAMP) - Aeroplanes
CAP 767 - Light Aircraft Maintenance Programme (LAMP) - Helicopters
BCAR Section A
UK Air Navigation Order (ANO)
British Civil Airworthiness Requirements (BCAR) Section A UK specific
(a)
Classification of aircraft as ―EASA Aircraft‖ and ―Non-EASA
Aircraft‖
Regulation (EC) No.216/2008 has transferred to the European Aviation Safety Agency (EASA)
the responsibility for the regulation of the airworthiness of the majority of the civil aircraft
registered in the Member States of the European Union. However, the regulation also stipulates
that certain classes of aircraft remain subject to national regulations. Therefore, a significant
effect of this European legislation is to divide aircraft registered within the EASA member states
into two categories. These notes follow this classification for the identification of mandatory
requirements.
Aircraft that are engaged in military, customs, police or similar services are considered to be
“State Aircraft” and as such are not subject to EASA Regulations. However, in the UK, those
State Aircraft which are of a type issued with an EASA type certificate are treated as EASA
aircraft.

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This content may not be relevant to students of Module 10 outside of the UK. Questions on
these subjects may be included in exams conducted only by the UK CAA or a Part-147
organization located in the UK.
UK CAA Information
In the UK, the UK Civil Aviation Authority provide information to maintenance organisation and
personnel regarding their regulation of EASA and non EASA aircraft via two publications
 CAP 747 Mandatory Requirements for Airworthiness

 CAP 562 Civil Aircraft Airworthiness Information and Procedures (CAAIP)
Anyone studying for a Part-66 examination are strongly encouraged to study these documents
and become familiar with their contents. This applies to all Modules, and especially Module 10.
A summary of the contents of the publications is provided here.
Mandatory Requirements for Airworthiness (CAP 747)

This CAP 747 is the means by which airworthiness requirements made mandatory by the UK
CAA are notified; (pursuant to Article 19 of the Air Navigation Order 2009 as amended). This
publication also identifies the sources for other requirements made mandatory for UK-registered
aircraft subject to European legislation.
ICAO Compliance Statement to CAP 747 Mandatory Requirements for Airworthiness

The Civil Aviation Authority (Chicago Convention) Directions 2007, issued by the Department
for Transport (DfT), require the UK CAA to ensure that it acts consistently with the obligations
placed on the UK under the Convention on International Civil Aviation (Chicago Convention) of
December 1944.
This document is published in support of the UK CAA‟s discretionary powers contained in the
Air Navigation Order and includes requirements based on certain International Standards and
Recommended Practices (SARPs) contained in Annexes to the Chicago Convention.
It is the policy of the UK CAA to have reference to this document when exercising the
discretionary powers referred to above and, in particular, it will exercise those powers to ensure
the effective implementation of any such requirements based on SARPs.
Classification of Products
Under European legislation, each aircraft type is categorised as either:
 an “EASA aircraft”; (an aircraft that is subject to European airworthiness regulations);

or
 a “Non-EASA aircraft”; (an aircraft that is subject to national airworthiness regulations).
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Aircraft that fall within the categories set out in Annex II to Regulation 216/2008 are “non-EASA
aircraft” types. In addition, individual aircraft that are operated for certain “State” purposes as
set out in Article 1 of Regulation (EC) No. 216/2008 are subject to national regulations; (e.g.
military aircraft, police aircraft). All other aircraft are “EASA aircraft” regardless of their State of
Design or State of Manufacture.
For both EASA and non-EASA aircraft, CAA and EASA requirements, and requirements notified
by the State of Design of the aircraft, (and its engines, propellers and equipment as applicable)
may be mandatory. Section 1, Part 3 of this CAP 747 identifies the sources of these mandatory
requirements.
Contents
Section 1 General Information

Part 1 Introduction and Guide to Use
Part 2 Lists of Products, their Classification, and States of Design
Part 3 Sources of Data
Section 2 Mandatory Information

Part 1 Airworthiness Directives and Mandatory Information Issued by the CAA
Aircraft
Engines
Propellers
Equipment
Part 2 Requirements applicable to State/public service aircraft
Part 3 Generic Requirements (GRs)
Part 4 Generic Concessions (GCs)
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Generic Requirements
These notify Generic Requirements, including those which were published previously as
Airworthiness Notices in CAP 455. These Generic Requirements are listed below with their
applicability.
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An example of the information to be found in the CAP 747 GRs
Generic Concessions
From time to time UK operators find it necessary to apply to the UK CAA for concessions to
cover the non-compliance of certain foreign built aircraft with the applicable requirements
notified in Section 2 of CAP 747. The requirements notified in Section 2 are the measures that
the UK CAA has applied in the UK in addition to the standards applied by EASA. These
measures have been notified to the European Commission in accordance with Article 14.1 of
Regulation 216/2008. Following a review the Commission will decide whether to apply the
notified measures throughout the European Union (EU), or to require that the measures are
revoked.
UK specific
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Civil Aircraft Airworthiness Information and Procedures (CAAIP)
Civil Aircraft Airworthiness Information and Procedures (CAAIP), referred to as the “Leaflets” are
published by the Civil Aviation Authority (CAA). The Leaflets give information on a variety of
matters concerned with civil aircraft during manufacture, overhaul, repair, maintenance,
operation and procedures. Leaflets may assist and increase the knowledge of the reader on
subjects for which there is a shortage of information from other sources.
The information is essentially of a general nature which does not include detail on specific types
of aircraft and engines, specialised equipment and component parts fitted to civil aircraft.
Manuals, published by the appropriate manufacturers, should be consulted for detailed
information.
The interpretation of the Leaflets and the application of the information is greatly dependent on
the background knowledge of the reader. In preparing the Leaflets it is assumed that the reader
is familiar with the general engineering practices and working procedures of the civil aircraft
industry. Nevertheless, a certain amount of background information is provided where this is
considered necessary for the understanding of the text.
The Leaflets are presented as numbered Leaflets contained in two Books and 26 separate
chapters.
 Book 1 contains UK CAA information and procedures in eight chapters labelled

alphabetically, with the Leaflets within each chapter labelled alphanumerically.
 Book 2 contains information on technical subjects in 18 chapters organised according to
the Air Transport Association of America Specification 100 (ATA 100) chapter numbering
system.
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Contents
Book 1 - CAA Information and Procedures
Chapter A General Information

Leaflet A-10 Contact Details
Leaflet A-20 Airworthiness Publications
Chapter B Airworthiness Information

Leaflet B-10 Legislation and Requirements
Leaflet B-20 Aerospace Specifications
Leaflet B-30 Changes Affecting Design and Production Organisations
Leaflet B-40 CAA Contract Interface with the Ministry of Defence (MOD) – Policy
Statement
Leaflet B-60 State Aircraft
Leaflet B-70 Aircraft Insurance
Leaflet B-80 Civil Aviation Regulation of Light Aircraft used for General Aviation
Leaflet B-90 Information for Continued Airworthiness of Non-EASA Aircraft Designed
in the UK and Elsewhere
Leaflet B-100 Acceptance Standards for Imported Aircraft for which a UK National
Certificate of Airworthiness is Sought
Leaflet B-110 The Acceptance of Aircraft Components
Leaflet B-120 Use of Standard Parts in Aircraft and Aircraft Restoration Projects
Leaflet B-130 The Problem of Bogus Parts
Leaflet B-140 UK Certificate of Airworthiness Issue for Series Aircraft at the
Manufacturer‟s Premises in the USA
Leaflet B-150 Safety Critical Maintenance Tasks
Leaflet B-160 Maintenance Error Management Systems
Leaflet B-170 CAA Use of Confidential Information
Leaflet B-180 Experience from Incidents
Leaflet B-190 Carbon Monoxide Contamination
Leaflet B-200 Compact Disc – Read Only Memory (CD-ROM) Technical Library
Leaflet B-210 Disposition of Scrap Aircraft Parts and Materials
Leaflet B-220 Return to Service of Aircraft Items Recovered from Aircraft Involved in
Accidents/Incidents
Leaflet B-230 Overhauls, Modifications, Repairs and Replacements to Aircraft not
Exceeding 2730 kg with a National Certificate of Airworthiness in the Special Category
Leaflet B-240 Aerobatic Manoeuvres
Leaflet B-250 Chipmunk Spinning and Aerobatics
Chapter C Airworthiness Procedures

Leaflet C-20 Approval of Organisations
Appendix 1 Subcontracting to Non-Approved Organisations
Appendix 2Acceptable Data for use by Part M Subpart F Organisations,
Part-145 Organisations and Independent Part-66 Certifying Staff
Leaflet C-30 CAA Approvals – Non Transferability
Leaflet C-40 CAA recognition of Test Houses Holding United Kingdom Accreditation
Service (UKAS) Accreditation
Leaflet C-50 UK Certification of Aircraft which are Eligible for the Issue of an EASA or
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UK National Certificate of Airworthiness
Leaflet C-60 Issue of an EASA Permit to Fly to UK Registered Aircraft Temporarily
Unable to Hold a Certificate of Airworthiness or Restricted Certificate of Airworthiness
Leaflet C-70 Issue of a Certificate of Airworthiness for Duplicate Sailplanes in
accordance with Regulation (EC) No. 216/2008
Leaflet C-80 Steep Approaches
Leaflet C-90 Computer Control – Records and Programmes
Leaflet C-100 Radio Apparatus for use in Aircraft for other than Flight Operational
Purposes
Leaflet C-110 A Simplified Means of Approval for Airframe Structural Repairs Design
Leaflet C-120 Restoration, Airworthiness Control and Maintenance of Aircraft of Ex-
military Origin under a BCAR Chapter A8-20 Approval
Leaflet C-130 Sailplane Repairs in accordance with Regulation (EC) No. 216/2008
Leaflet C-140 The Rebuilding and Restoration of Aircraft
Leaflet C-150 Applications for the Approval of CAA Supplemental Type Certificates
Appendix 1 CAA Application Form
Appendix 2 STC Definition Document
Appendix 3 Guidance for Compilation of Certification Documents
Appendix 4 Example Supplemental Type Certificate
Leaflet C-160 Continuing Airworthiness Responsibilities for Owners/Operators of
Aircraft with an EASA Certificate of Airworthiness not used for Commercial Air Transport
Leaflet C-170 EASA Aircraft with an Expired UK (National) Certificate of Airworthiness
Leaflet C-180 Control of Production Suppliers and Subcontractors
Chapter D Engineering Practices and Processes
Leaflet D-10 Engineering Drawings
Leaflet D-20 Measurement and Calibration Systems
Leaflet D-30 Clean Rooms
Leaflet D-40 Storage Conditions For Aeronautical Supplies
Chapter E Identification Marking
Leaflet E-10 Identification Marking Processes for Aircraft Parts
Leaflet E-20 Identification Markings on Metallic Materials
Leaflet E-30 Bolts and Screws of British Manufacture
Leaflet E-40 Standard Fasteners of American Manufacture
Chapter F Non-destructive Examinations
Leaflet F-10 Oil and Chalk Processes
Leaflet F-20 Penetrant Dye Processes
Leaflet F-30 Fluorescent Penetrant Processes
Leaflet F-40 Performance Testing of Penetrant Testing Materials
Leaflet F-50 Ultrasonic Flaw Detection and Thickness Measurement
Leaflet F-60 Radiological Examination of Aircraft Structures
Leaflet F-70 Magnetic Flaw Detection
Leaflet F-80 Eddy Current Methods
Leaflet F-90 Endoscope Inspections
Chapter G Ground Operations
Leaflet G-10 Aircraft Handling
Leaflet G-20 Fire – General Precautions
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Chapter H Maintenance Personnel Licensing
Leaflet H-10 Aircraft Maintenance Engineers Licensing – General Licensing Information
Leaflet H-20 Licensed Aircraft Maintenance Personnel – Certification Responsibilities
of Type Rated/Authorised Personnel
Leaflet H-30 Aircraft Maintenance Engineers Licences – Type Ratings
Leaflet H-40 Personnel Authorisation Systems for Sailplanes and Balloon Certifying
Staff in Part M Subpart F Organisations
Leaflet H-50 Implementation of the Railways and Transport Safety Act 2003 – Aviation:
Alcohol and Drugs
Leaflet H-60 Licensed Aircraft Maintenance Engineers – Personal Responsibility When
Medically Unfit or Under the Influence of Drink or Drugs
Book 2 – Technical Subjects (by ATA Chapter Number)
Chapter 5 Time Limits / Maintenance Checks

Leaflet 5-10 Maintenance Schedules and Programmes – A Guide to Compilation and
Development
Leaflet 5-20 Standard Maintenance Practices – Introduction
Leaflet 5-30 Standard Clauses for Insertion in Maintenance Schedule Introductory
Pages
Leaflet 5-40 Maintenance of Aircraft not Operated for Commercial Air Transport
Leaflet 5-50 Approval of Maintenance Schedules For Aircraft Above 2730 kg MTWA
not Operated for Commercial Air Transport
Leaflet 5-60 Condition Monitored Maintenance
Leaflet 5-70 Aircraft, Engine and Propeller Log Books
Chapter 8 Weighing
Leaflet 8-10 Weight and Balance of Aircraft
Chapter 12 Servicing – Routine Maintenance
Leaflet 12-10 Cleanliness of Aircraft
Chapter 20 Standard Practices – Airframe

Leaflet 20-10 Torque Loading
Leaflet 20-20 Thread Inserts
Leaflet 20-30 Cable – Splicing and Swaging
Leaflet 20-40 Control Chains, Chain Wheels and Pulleys
Leaflet 20-50 Hose and Hose Assemblies
Leaflet 20-60 Installation and Maintenance of Rigid Pipes
Leaflet 20-70 High Pressure Pneumatic System
Leaflet 20-80 Control Systems
Chapter 24 Electrical Power

Leaflet 24-10 Charging Rooms for Aircraft Batteries
Leaflet 24-20 Nickel Cadmium Batteries
Leaflet 24-30 Electrical Generation Systems – Multi-Engined Aircraft not Exceeding 5700
kg Maximum Authorised Weight
Leaflet 24-40 Aircraft Electrical Load and Power Source Capacity Analysis
Leaflet 24-50 Electrical Generation Systems – Bus-Bar Low Voltage Warning Single-
Engined Aircraft With A UK Certificate of Airworthiness
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Chapter 25 Equipment/Furnishings
Leaflet 25-10 Lifejackets
Leaflet 25-20 Use of Electrically Powered Medical Equipment on Aircraft
Leaflet 25-30 Electrically Powered Aeroplane Passenger Seats
Leaflet 25-40 Maintenance and Inspection of Crew Harnesses and Passenger Seat
Belts (Metal to Metal Attachment)
Appendix 1 Safety Belts
Leaflet 25-50 N15F210B Underwater Locating Beacon
Leaflet 25-60 Guidance on Testing Emergency Locator Transmitters (ELTs)
Leaflet 25-70 Portable Battery Powered Megaphones
Leaflet 25-80 Demonstrating Compliance with JAR-OPS 3.110 and ANO Article 19(8)
when Carrying Personnel Locator Beacons
Chapter 28 Fuel
Leaflet 28-10 Microbiological Contamination of Fuel Tanks of Turbine Engined Aircraft
Leaflet 28-20 The Use of Motor Gasoline (Mogas) and Unleaded Aviation Gasoline
(Avgas) UL 91
Chapter 31 Indicating/Recording Systems

Leaflet 31-10 Cockpit Voice Recorder System Fairchild A100 Series
Chapter 32 Landing Gear

Leaflet 32-10 Tyres
Leaflet 32-20 Wheels and Brakes
Leaflet 32-30 Tyre Wear Limitations
Chapter 33 Lights
Leaflet 33-10 Emergency Floor Path Lighting System
Leaflet 33-20 Installation of High Intensity Strobe Lights (HISL) on Helicopters
Chapter 34 Navigation
Leaflet 34-10 Compass Base Surveying
Leaflet 34-20 Compasses
Leaflet 34-30 Radio Altimeters and AVADs for Helicopters
Leaflet 34-40 Certification and Installation of ACAS 1 Equipment and Other Similar Non-
Mandatory Aircraft Collision Avoidance Systems
Chapter 39 Electrical-Electronic Components and Multifunction Units

Leaflet 39-10 The Selection and Procurement of Electronic Components
Leaflet 39-20 Antistatic Protection
Leaflet 39-30 Protection from the Effects of HIRF (High Intensity Radiated Fields)
associated with Aircraft Modifications
Leaflet 39-40 Lightning Strike Hazards on Light Aeroplanes and Gliders
Chapter 44 Cabin Systems

Leaflet 44-10 Continuing Airworthiness and Safety Standards of Passenger Service and
In-Flight Entertainment Systems
Appendix 1Guidance on the Development of IFE Scheduled Maintenance Tasks and
Solutions UK specific
Leaflet 44-20 Aircraft Security, Flight Crew Compartment Monitoring Systems
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Leaflet 44-30 Helicopter Emergency Escape Facilities
Chapter 51 Standard Practices and Structures – General
Leaflet 51-10 Inspection of Wooden Structures
Leaflet 51-20 Deterioration of Wooden Aircraft Structures
Leaflet 51-30 Timber Conversion – Spruce
Leaflet 51-40 Synthetic Resin Adhesives
Leaflet 51-50 Inspection of Metal Aircraft Structures
Leaflet 51-60 Corrosion of Aircraft Structures
Leaflet 51-70 Inspection of Metal Aircraft After Abnormal Occurrences
Leaflet 51-80 Fatigue Lives
Leaflet 51-90 Repair of Metal Airframes
Leaflet 51-100 Locking and Retaining Devices
Leaflet 51-110 Assembly and Maintenance of Critical Bolted Joints
Leaflet 51-120 Rigging Checks on Aircraft
Leaflet 51-130 The Effect of Disturbed Airflow on Aeroplane Behaviour
Leaflet 51-140 Paint Finishing of Metal Aircraft
Leaflet 51-150 Fabric Covering
Leaflet 51-160 Doping
Leaflet 51-170 Inspection of Composite Structures
Appendix 1 Further NDT Techniques
Leaflet 51-180 Structural Attachment of Aerials
Chapter 56 Windows
Leaflet 56-10 Glass Windscreen Assemblies
Chapter 61 Propellers/Propulsors
Leaflet 61-10 Propellers Approved for use on Civil Aircraft Manufactured in the United
Kingdom
Chapter 70 Engines
Leaflet 70-10 Storage Procedures – General Guidance
Leaflet 70-20 The Process for Acceptance of Used Engines, Engine Modules, Auxiliary
Power Units (APUs) and Propellers for Use on NON-EASA Aircraft Requiring a UK
Certificate of Airworthiness
Leaflet 70-30 Acceptance of Ex-UK Government Gipsy Major 8 Engines and Fixed Pitch
Fairey Reed Metal Propellers
Leaflet 70-40 Acceptance of Ex-UK Government Lycoming IO 360-A1B6 Engines and
Variable Pitch Propellers
Leaflet 70-50 Piston Engine Overhaul – Dynamometer Testing of Overhauled Engines
Leaflet 70-60 Piston Engine Overhaul – Fan Testing of Overhauled Engines
Leaflet 70-70 Piston Engine Overhaul – Correcting Engine Test Results
Leaflet 70-80 Guidance Material for Ageing Engine Continuing Airworthiness
Leaflet 70-90 Guidance Material for Component Hourly Usage Agreements (HUAs) in
the Continuing Airworthiness Management (CAT) Environment
Chapter 100 Computer Hardware-Software

Leaflet 100-10 Aircraft Field Loadable Software (FLS) and Database Field Loadable Data
(DFLD)
Appendix 1 FLS and DFLD Control, Tooling and Loading

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Approved Maintenance Programs, Checks and Inspections
The approved maintenance program (AMP) is structured in respect to flight-hours, cycles and
time controlled maintenance tasks. One or more of these parameters can be applied for tasks
assigned to aircraft, engines and components.
The aircraft checks are divided into:
- Line maintenance checks including:

 Pre-flight inspection
 Daily check
 Weekly check
 A-check
- Base maintenance checks including:

 C-checks
 D-checks
 Special structural inspections
Note: Different manufacturers may use different designators for checks and inspections.
Maintenance Schedule Contents

The Schedule which is submitted to the competent authority for approval shall contain the basic
information prescribed below.
General
 Reference number, issue number and date;
 Registered name(s) and address(es) of the Owner(s)/Operator(s);
 Type and model(s) of aircraft, engines, auxiliary power-units, and, where applicable,
propellers
 Areas of operation of the aircraft,
 Class of work in relation to the areas of operation;
 Registration Marks of aircraft maintained in accordance with the schedule;
 Details of any arrangements involving the co-operation of more than one Operator, or
which involve the combination of information from other aircraft fleets for the purpose of
providing additional statistical and sampling material:
Primary Maintenance Processes

In respect of each part of the aircraft, its engines and auxiliary power-units, propellers,
components, accessories, equipment, instruments, electrical and radio apparatus, and all
associated systems and installations, a list of the primary maintenance processes must be
provided, including the following information:.
 Cross reference, where applicable, to the source of the task (e.g. Maintenance
Review Board Report (MRB) and Maintenance Planning Document (MPD));
 Periods at which the item shall be inspected, together with the type and degree of
inspection;
 Periods at which the item shall, as appropriate, be checked, cleaned, lubricated,
adjusted and tested;
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 Periods at which the item shall be overhauled or replaced by a new or overhauled
item, expressed in terms of:
– a criterion related to usage, e.g. a period of time, number of cycles, number of

landings
– a criterion related to conditions, e.g. limits of wear, limiting dimensions.
 The Mandatory Life Limitations, to which certain parts of aircraft, engines, propellers,
auxiliary power units and systems, the failure of which could have a hazardous effect on
the aircraft, are subject. For foreign products these limitations, unless otherwise agreed
by the UK CAA, shall be identical to those specified in the Mandatory Life Limitations
section of the Manufacturer‟s Recommended Maintenance Programme The limitations
may be itemised in the schedule, or included by reference to the appropriate
airworthiness data;
 Such other processes as are agreed by the aviation authority, e.g. condition monitoring.
Record of Amendments - Provision for a record of the amendments incorporated in the

Schedule.
Reference to the source of the content of the schedule e.g. MRB, MPD, and Aircraft
Maintenance Manual (AMM).
Check cycle criteria - The criteria for „packaging‟ checks shall be described (e.g. A Check –
400 FH, B Check – 800 FH etc.).

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Light Aircraft Maintenance
Pilot Maintenance
There are two aspects of light aircraft maintenance which may be carried out by a licensed pilot
who is also the owner of the aircraft:
 A 50-hour Check in accordance with a Light Aircraft Maintenance Programme, providing

the aircraft is NOT used for commercial air transport.
 Certain maintenance tasks prescribed in Part-M, providing the aircraft is NOT used for
commercial air transport.
Since the 50-hour Check requires visual inspection of various components in order to assess
their serviceability, it is important that due consideration should be given to the practical aspects
of this task before it is undertaken. It is strongly recommended that guidance be sought from the
licensed aircraft maintenance engineer or the Approved Organisation who normally carry out
the maintenance work on the particular aeroplane.

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Scheduled Maintenance
Maintenance to the Light Aircraft maintenance schedule is based on work being required after
the aircraft has flown for totals of 50 and 150 hours (100 hours for helicopters) and after lapsed
times of six and twelve months.
These work packages are normally referred to as Checks, and are repeated at the intervals
stated for a total of three years, when the C of A will then become due for renewal and the cycle
recommences.
In order to help all those concerned with the maintenance of these aeroplanes, Aircraft, Engine
and Propeller Log Books make provision for a running record to be kept of checks completed,
together with date and hours flown at the time they were completed. From this information it is a
simple task to deduce the hours flown and/or date when the next check will become due.

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UK CAA Light Aircraft Maintenance Programme (LAMP)
CAP 766 and CAP 767

The Light Aircraft Maintenance Programme was written by the UK CAA and includes the Light
Aircraft Maintenance Schedules of the 50-hour, 150-hour annual and star checks as defined in
CAP 766 and 767 for aeroplanes and helicopters respectively.
The Light Aircraft Maintenance Programmes (LAMP) have been approved by the UK CAA for
maintenance of piston engined aeroplanes and helicopters respectively, and not exceeding
2730 kg MTOM, and not used for commercial air transport.
Should an Owner/Operator consider the LAMP to be unsuited to his particular aircraft, an

alternative maintenance schedule may be submitted for approval by the UK CAA. The UK CAA
has published guidelines in CAP 562 Civil Aircraft Airworthiness Information and Procedures
(CAAIPs), for the preparation and UK CAA approval of aircraft maintenance
schedules/programmes.
The LAMP is based on the philosophy that the certifying person is responsible for the depth of
the inspection undertaken, dependent upon the variables existing at the time of such inspection
(e.g. use of aircraft, age, previous maintenance, operating environment etc.) and taking into
account the equipment and modification standard. In addition to compliance with the LAMP,
certifying persons are expected to exercise their skill and judgement in observing any other
matters, which could affect the airworthiness of the aircraft. This does not alleviate the need for
compliance with mandatory requirements.
Examples of typical service information to be assessed would be publications such as the

Cessna Continued Airworthiness Programme, manufacturers Supplemental Inspections,
Vendors Manuals/Bulletins (for installed equipment), Supplemental Type Certificate or
Airworthiness Approval Note (as applicable) continued airworthiness instructions etc .
Annual Checks
Annual Checks may be anticipated by a maximum of 62-days, without loss of the continuity of
maintenance pattern, e.g. if the total anticipation of 62-days is involved, the next Annual Check
will become due in 14-months. This flexibility provides for the Annual Check to be completed at
the same time as the nearest 150-hour check becomes due (100-hour in the case of LAMS
Helicopter).
UK specific

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Inspections
Pre-Flight Inspections
AMC to Part-M.A.301 (1)

Pre-Flight Inspections are to be carried out in accordance with the aircraft flight or operations
manual, or as specified in the manufacturer‟s maintenance schedule. Pre-flight inspections are
regulated in Part-M as a Continued Airworthiness task. It is not released to service by a CRS
under Part-145. Part-M states that the pilot or flight crew or nominated person may carry out the
pre-flight check.
With regard to the pre-flight inspection it is intended to mean all of the actions necessary to
ensure that the aircraft is fit to make the intended flight. These should typically include but are
not necessarily limited to:
 A walk-around inspection of the aircraft and its emergency equipment for condition
including, in particular, any obvious signs of wear, damage or leakage. In addition, the
presence of all required equipment including emergency equipment should be
established.
 An inspection of the aircraft continuing airworthiness record system or the operators
technical log as applicable to ensure that the intended flight is not adversely affected by
any outstanding deferred defects and that no required maintenance action shown in the
maintenance statement is overdue or will become due during the flight.
 A control that consumable fluids, gases etc. uplifted prior to flight are of the correct
specification, free from contamination, and correctly recorded.
 A control that all doors are securely fastened.
 A control that control surface and landing gear locks, pitot/static covers, restraint devices
and engine/aperture blanks have been removed.
 A control that all the aircraft‟s external surfaces and engines are free from ice, snow,
sand, dust etc.
Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the
pre-flight inspection. The related pre-flight inspection instructions should address the
procedures to determine where the necessary uplift or inflation results from an abnormal
consumption and possibly requires additional maintenance action by the approved maintenance
organisation or certifying staff as appropriate.
In the case of commercial air transport, an operator should publish guidance to maintenance
and flight personnel and any other personnel performing pre-flight inspection tasks, as
appropriate, defining responsibilities for these actions and, where tasks are contracted to other
organisations, how their accomplishment is subject to the quality system of Part-M M.A.712. It
should be demonstrated to the competent authority that pre-flight inspection personnel have
received appropriate training for the relevant pre-flight inspection tasks. The training standard
for personnel performing the pre-flight inspection should be described in the operator‟s
continuing airworthiness management exposition.

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Safety Critical Maintenance Tasks
CAP 562 (CAAIPs) Leaflet B-150
A factor in a serious incident involving an oil leakage on a large twin engined commercial air
transport aircraft was the failure to re-install the drive cover plate on both engines following
maintenance. The UK CAA wishes to highlight the potential safety benefit where companies
choose to apply aspects of Extended Range Twin Operations (ETOPS) maintenance
philosophy to multi-system aircraft in order to avoid the possibility of simultaneous incorrect
maintenance on two or more safety critical systems. In this context, such systems are those
which have a fundamental influence upon the safe operation of the aircraft, engines and their
systems being a case in point.
Operators and maintenance organisations should consider the following paragraphs when
planning, and accomplishing scheduled and non-scheduled maintenance tasks on multi-system
aircraft.
Arrangements should be made to stagger scheduled maintenance tasks on essential or primary

systems such that the accomplishment of similar critical tasks on two or more systems, are
segregated. Consideration should be given to introducing procedures that will ensure that such
tasks are separated by at least one flight cycle. Where it is not practical to introduce staggered
maintenance, inspections and functional checks should be performed independently to ensure
system serviceability.
Where it is not practical to introduce staggered maintenance at Base Maintenance inputs or

during rectification of Line or Base defects, the use of separate work teams together with the
accomplishment of appropriate functional checks to verify system serviceability should ensure a
similar level of system integrity.
Procedures should be established to provide maintenance and planning personnel with

guidance on the identification and accomplishment of safety critical tasks conducted during
scheduled and non-scheduled maintenance activities. Routine task documentation should
identify those tasks which may have a critical effect on safety and should clearly identify the
individual stages of such tasks. Maintenance Programme or Maintenance Schedule basic rules
should provide the necessary standards to ensure the identification of critical scheduled
maintenance tasks.
Maintenance personnel's initial and continuation training should highlight the critical nature of
conducting maintenance tasks on essential or primary systems. The instruction given should
provide personnel with the necessary information to identify and satisfactorily accomplish such
tasks. Training programmes should focus on safety critical tasks and the possible
consequences of failure to follow the associated maintenance procedures. The development of
these training programmes should use feedback from maintenance experience, to enhance the
programme and maintenance procedures.
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Intentionally Blank

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Airworthiness Directives (ADs)
ADs consist of particular airworthiness requirements which are mandatory for specific aircraft,
engines and components. The ADs may be issued either by the national aviation authority of
the state of the Type Certificate holder, or by the national authority of the registered aircraft.
Airworthiness Directives for UK Registered Aircraft

Aircraft on the UK Register are required by law to comply with applicable Airworthiness Directives (ADs)
issued by the UK CAA, EASA, and the National Aviation Authority (NAA) of the State of Design.
Non-Emergency ADs
EASA is responsible for distributing EASA ADs for aircraft subject to European regulations, to
ICAO Contracting States.
The UK CAA is responsible for notifying other ICAO Contracting States of UK CAA ADs for UK
Products not subject to European regulations.
UK CAA ADs are published in CAP 747; other ADs may be obtained from EASA or the
originating NAA as applicable.
Emergency ADs
Where urgency dictates that a short timescale is required to address an unsafe condition, the
UK CAA, EASA or NAA will issue an Emergency Airworthiness Directive (EAD).
EADs are available for download from the UK CAA website for a period of two months from the
date of publication and will then be removed. EADs issued by the UK CAA will have been
incorporated into CAP 747 before they are removed.
Responsibilities of Owners/Operators and Individuals/Organisations

Carrying Out Maintenance and Overhaul
In order to ensure compliance with all applicable mandatory requirements, the owners and
operators of aircraft must ensure that they are aware of the content of any Airworthiness
Directives issued by the National Aviation Authority of the State of Design and EASA and of any
applicable UK CAA Airworthiness Directives or mandatory requirements.
In addition, organisations or individuals undertaking maintenance and overhaul must ensure

that they are in receipt of Airworthiness Directives issued by the National Aviation Authority of
the State of Design and EASA, and any UK CAA Airworthiness Directives or mandatory
requirements applicable to the Products, Parts and Appliances which they maintain or overhaul.
NOTE: When an individual or organisation maintains or overhauls Products, Parts and

Appliances for an owner/operator whose aircraft is not registered in the United Kingdom, the
individual/organisation must make arrangements with that owner/operator to receive any
Airworthiness Directives issued or adopted by the Civil Aviation Authority of the State of
Registry.
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Repetitive Inspection
Non-Commercial Air Transport

Where an Airworthiness Directive requires an inspection to be carried out at intervals not
exceeding 24 hours (elapsed time) the UK CAA may invoke the authorisation given below, for
inspection by the pilot in command. In such cases, the text of the Airworthiness Directive will
prescribe the authorisation.
The UK CAA, in exercise of its powers under Article 31(1) (c) of the
Air Navigation Order 2009 as amended, hereby authorises a pilot as a person competent to
issue a Certificate of Release to Service in respect of a mandatory inspection required by an
Airworthiness Directive where the inspection recurs at periods not exceeding 24 hours elapsed
time, subject to the following conditions:
 The pilot must hold a Group or Type rated licence applicable to the type quoted in the
inspection.
 The pilot must have sufficient technical knowledge and have received specific training to
provide that person with the competence to accomplish the inspection which may also
require the use of simple visual inspection aids.
 The specific training must be provided by an appropriately licenced aircraft maintenance
engineer or organisation approved by the UK CAA for that purpose.
When certifying such an inspection the certifying signature will be that of the pilot followed by
his licence number.
Commercial Air Transport

All maintenance-related certifications for aircraft operated for Commercial Air Transport must be
made by persons authorised in accordance with Regulation (EC) No. 2042/2003, Annex II (Part-
145). The authorisation of described above cannot be used.
In accordance with 145.A.30(j)(3): for compliance with a repetitive pre-flight mandatory action,
where the Airworthiness Directive states specifically that the flight crew may carry out the
action, a Part-145 organisation may issue a limited certification authorisation to the aircraft
commander and/or the flight engineer on the basis of the flight crew licence held.
When certifying such an inspection the certifying signature will be that of the person authorised
by the Part-145 organisation and the relevant authorisation reference shall be recorded.
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Airworthiness Directive Alternative Means of Compliance (AMOC)
EASA Aircraft
Any application to satisfy an Airworthiness Directive by means of an „alternative means of
compliance‟ will be assessed by EASA on a case by case basis and will normally need to be
supported by the organisation responsible for the type design. The applicant must demonstrate,
to the satisfaction of the Agency, an equivalent level of safety. A request for an AMOC should
be made using an EASA Form 42.
EASA allows automatic acceptance of certain AMOCs issued by the airworthiness authorities of
Canada, Brazil and the United States of America, where that country is the State of Design for
the product, part or appliance.
Non-EASA Aircraft
Any application to satisfy an Airworthiness Directive by means of an „alternative means of
compliance‟ will be assessed by the competent authority on a case by case basis and will
normally need to be supported by the organisation responsible for the type design. The
applicant must demonstrate, to the satisfaction of the competent authority, an equivalent level of
safety.
EASA‘s View on Airworthiness Directives
Part 21A.3B
An airworthiness directive means a document issued or adopted by EASA which mandates
actions to be performed on an aircraft to restore an acceptable level of safety, when evidence
shows that the safety level of this aircraft may otherwise be compromised.
EASA issues an airworthiness directive when:
 an unsafe condition has been determined by EASA to exist in an aircraft, as a result of a

deficiency in the aircraft, or an engine, propeller, part or appliance installed on this
aircraft; and
 that condition is likely to exist or develop in other aircraft.
When an airworthiness directive has to be issued by EASA to correct the unsafe condition
referred to above, or to require the performance of an inspection, the holder of the type-
certificate, restricted type- certificate, supplemental type-certificate, major repair design
approval, ETSO authorisation or any other relevant approval deemed to have been issued
under this Regulation, shall:
 Propose the appropriate corrective action or required inspections, or both, and submit
details of these proposals to EASA for approval.
 Following the approval by EASA of the proposals, make available to all known operators
or owners of the product, part or appliance and, on request, to any person required to
comply with the airworthiness directive, appropriate descriptive data and accomplishment
instructions.

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Service Bulletins, Manufacturers Service Information
Service Bulletins (SB) are notices to aircraft operators from a manufacturer notifying them of a
product improvement.
Alert service bulletins are issued by the manufacturer when a condition exists that the
manufacturer feels is a safety related item as opposed to just a product improvement. These
SB's usually result in the National Aviation Authority issuing an AD. The AD will reference the
alert service bulletin as a method of compliance with the airworthiness directive.
If a service bulletin is not an alert service bulletin or a bulletin referenced in an AD, it becomes
optional and may or may not be incorporated by the operator..
SLs, SBs and ASBs will be selected and evaluated for modification by the responsible aircraft
operator and/or the Part-M CAMO and/or Part-145 organisation
A Service Bulletin or Alert Service Bulletin contains the following information:
 Transmittal or cover sheet if additional information may be necessary with the bulletin
 Planning information
 Compliance
 Approval
 References
 Publication affected
 Material information
 Accomplishment instruction
 Appendices as required Modifications and repairs

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Service Bulletins (SBs) come from the manufacturer

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Modifications and Repairs
Part-21 Subpart D, E and J
Modification and repairs must always be accomplished in accordance with approved
maintenance data to ensure that the aircraft or aircraft component can be maintained in a
condition such that the airworthiness of the aircraft, the engines and the aircraft components is
assured.
Modifications and repairs as defined in the approved maintenance data of the manufacturer
may be accomplished as shown in the respective data without further approvals.
Approved maintenance data means:
 Aircraft maintenance manual

 Structure repair manual
 Component maintenance manual
 Engine manual
 Wiring diagram
 Non-destructive testing manual
 Service Bulletin
 Alert Service Bulletin
 Airworthiness Directive
Modifications and repairs not included in the approved data may not be performed without the
required approval from the responsible authority. An organisation wishing to design its
modifications and repairs must be approved in accordance with Part-21 - Aircraft Certification,
and define all the relevant policies and procedures in a design organisation handbook.
Activities allowed by a design organisation includes the design of minor and major
modifications, repairs to products, parts and appliances as defined in the scope of work of the
design organisation handbook.
Modifications and repairs are treated the same as changes to the relevant type certificate or
supplement type certificate and must be approved according Part-21 subpart D and Part-21
Subpart E respectively.
After each maintenance action performed on aircraft, engine and component a Certificate of
Release to Service/CRS in accordance with Part-145 Paragraph 145.A.50 must be issued and
signed by an appropriately authorised certifying staff

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Maintenance Documentation
General
This documentation includes all registered instructions held as approved data, which must be
available at the Part-145 organisation. The Part-145 organisation must assure that all
requirements defined in the maintenance documentation can be fulfilled during the maintenance
work.
Maintenance documentation can be in the form of manuals, microfiches, microfilms, CD-Rom or

other computer based data.
Compliance with the maintenance documentation is established through the independent quality
system by auditing the processes as defined in Part-145 Paragraph 145.A.65.
Technical manuals are provided to enable you to carry out your maintenance functions with the
correct parts, materials, equipment and information. Originally, each manufacturer presented
this information in its own particular manner. Engineers working on the products of several
companies frequently became confused and this led to maintenance errors.
ATA 100 / iSpec 2200 Chapter System

This specification, known as ATA 100, was developed in the 1940s and standardised all aircraft
manufacturers' manuals into one simple format for use world-wide. It enabled the Aircraft
Engineer to find relevant information on a particular subject on any aircraft with ease.
ATA 100 can best be summed up by quoting from the Specification:
This Specification established a Standard for the presentation of technical data, by an aircraft,
aircraft accessory, or component manufacturer.
In order to standardise the treatment of the subject matter and to simplify the users' problem in
locating instructions, a uniform method of arranging material in all publications has been
developed.
The ATA 100 requirements have now been combined with those of ATA 2100 which concerned
digital data to form ATA iSpec 2200. All aircraft manufacturers now conform to these
requirements.
The requirements of ATA 100 have been revised over the years to reflect changes in aircraft
technology and the ways of maintaining them. Each manual will, therefore, reflect the
requirements in force at the time it was compiled. However, all of the manuals for a particular
aircraft type will be compiled to the same standard.
Publications covered by this Specification may be referred to by using abbreviations. Standard

abbreviations to be used are as follows:

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Publication Abbreviation
Aircraft Maintenance Manual AMM
Wiring Diagram Manual WDM
System Schematics Manual SSM
Structural Repair Manual SRM
*Illustrated Parts Catalogue IPC
Component Maintenance Manual CMM
Illustrated Tool and Equipment Manual TEM
Service Bulletin SB
Weight and Balance Manual WBM
Non-Destructive Testing Manual NDT
Power Plant Build-up Manual PBM
Aircraft Recovery Manual ARM
Fault Reporting Manual FRM
Fault Isolation Manual FIM
Engine Manual EM
The unique aspect of the chapter numbers is its relevance for all aircraft. Thus a chapter
reference number for a Boeing 747 will be the same for a B.Ae. 125. Examples of this include
Oxygen (Chapter 35), Electrical Power (Chapter 24) and Doors (Chapter 52).

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The Chapter titles and the subjects within them remain standard in all publications although only
the relevant chapters are used (e.g. the Structural Repair Manual contains only Chapters 51 -
57 while Chapter 65 would not appear in the manuals for a fixed wing aircraft).
Each chapter is broken down into sections or sub-systems and subjects or components, each of
which is numbered in a six digit, three part numbering system.
The first element, identifies the chapter number of the major system to which the subject
belongs. This element (first and second digits) is allocated by ATA 100.
The second element is the section number that identifies all of the information pertaining to a
sub-system or group of assemblies. The third digit is allocated by ATA 100, the fourth by the
user. Zeros in either digit represent information relevant to whole system or sub-system
The third element is the subject number that identifies a specific unit or component within a
sub-system or assembly. Number 00-99 allocated by user. Double zeros represent information
relevant to whole subsystem/ subject.
This three part reference will also be valid in all the other manuals relevant to the aircraft type.

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Page Numbering
Each page has a page number in the lower right-hand corner. Page numbers are allocated in
blocks, each block serving a different purpose. The purpose of the blocks varies between
different types of manual and the revision of ATA 100/2200 they were compiled under, each
manual will contain a table of the block allocation used in the introductory matter at the front.
Below is the breakdown for a typical Aircraft Maintenance Manual.
Each page has an Effectivity block in the lower left-hand corner. This may contain a number or
code which identifies the aircraft, to which that subject refers, by serial number or registration.
Alternatively it may contain a statement to identify a particular group of aircraft, such as a
description of a configuration or a Service Bulletin (SB) incorporated.
If the Effectivity reads 'ALL' then the subject information relates to all types of equipment or
aircraft covered by the manual. These are listed in the front matter of the manual.
For aircraft with more than one configuration on a particular subject the same reference and
page number may be duplicated with a 'Config' number recorded adjacent to them. Details of
which aircraft the config applies to are found in the Effectivity block.

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The Maintenance Manual and Illustrated Parts Catalogue will be the most used of all manuals in
a line/hangar environment. It is therefore important to practice using them at the earliest
opportunity.
Maintenance Manuals
The Maintenance Manual contains all the necessary information to enable Aircraft Engineers to
service, troubleshoot, functionally check and repair all systems installed in the aircraft. It
includes information that is necessary for the Engineer to perform maintenance tasks or minor
adjustments to the components on the ramp or in the hangar. The information in the manual
relates to the particular aircraft configuration that is operated by the company. The manual may
also contain data and information provided by the customer in relation to Customer Furnished
Equipment (e.g. furnishings etc.).
Illustrated Parts Catalogue

Because of the complexity of aircraft systems and structures, we need to identify components
for removal or replacement. Most components and structures should have Part Numbers
marked on them, however, these do fade or get removed, also it may be the case that a wrong
part was installed in the past, so it is important that parts are positively identified from an
authoritive source and not by comparison. The Illustrated Parts Catalogue (IPC) provides
means to isolate and identify the correct components or aircraft parts.
The IPC uses the ATA 100 coding system and presents diagrams of structure and equipment
breakdown in disassembly sequence. It includes cut-aways and exploded diagrams with each
individual item numbered. A table for each illustration references the items and give Part
Number, effectivity, quantity, supplier and relationship information for each item.

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The Maintenance Manual and IPC are generally considered to set the limits of the scope of
work that can be accomplished in the hangar, ramp and line maintenance environments. Many
components and units require removal from the aircraft for maintenance, overhaul and repair in
a specialised workshop. To accomplish this task, the items may be sent to an approved
component overhaul facility or the original manufacturer. The organisation which completes this
work will use the Component Maintenance Manual.
Component Maintenance Manual

These manual are compiled by the Original Equipment Manufacturer (OEM) or approved
maintenance organisation to overhaul the components away from the aircraft. Using the ATA
100 format, the instructions contained in the Component Maintenance Manual enables an
experienced Engineer to complete all the tasks required to restore the component to
serviceability.
The page blocks of the CMM are generally:
DESCRIPTION AND OPERATION 1-99

TESTING AND TROUBLESHOOTING 101-199
DISASSEMBLY 301-399
CLEANING 401-499
INSPECTION/CHECK 501-599
REPAIR 601-699
ASSEMBLY 701-799
FITS AND CLEARANCES 801-899
SPECIAL TOOLS, FIXTURES, AND 901-999
EQUIPMENT
ILLUSTRATED PARTS LIST (IPL) 1001-1099
There is no separate IPC as the Parts List is part of the CMM.

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As previously mentioned, the Aircraft Maintenance Manual gives guidance to the Engineer in
respect of minor repair procedures to the aircraft's structure. As this is only basic information,
there is a need to go deeper into aircraft structural repairs. This is accomplished by the use of
the Structural Repair Manual.

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Structural Repair Manual
The SRM contains details of repair materials and procedures to be used for structures which
are subjected to repairs in hangar, ramp and line environments. It contains typical repairs
generally applicable to the structural components of the aircraft that are likely to be damaged.
Compiled in accordance with ATA 100, the SRM comprises 'Structures Group' subject chapters,
51. Structures, 52. Doors, 53. Fuselage, 54. Nacelles/Pylons, 55. Stabilisers, 56. Windows and
57. Wings.
Chapter 51 Structures-General is divided into sections which give generic information on:
 Investigation and Clean-up of Damage,

 Processes and Procedures,
 Materials (including substitution),
 Fasteners (including substitution),
 Airframe Support and Alignment,
 Control Surface Balancing and
 Repairs.
The section numbers are assigned sequentially while page blocks are allocated as:
General Information 1-99

Repair General 201-999
The other chapters are divided into sections or structural elements relevant to the subjects, e.g.
52-10-XX Passenger/Crew Doors,

54-10-XX Inlet Cowl,
57-10-XX Centre Wing etc.
The sections are divided into numbered subjects which are common across the chapters and
are used as applicable to the particular structural element, e.g.
5X-XX-01 Skins and Plates,

5X-XX-03 Stringers and Stiffeners,
5X-XX-15 Door Surround Structures,
5X-XX-01 Radomes and Antenna Fairings etc.
Page Blocks are assigned as:
Structural Identification 1-99

Allowable Damage 101-199
Repair Data 201-999
Damage beyond the limits stated in the SRM or the structures not specified in the SRM may
only be performed in accordance with instructions from the manufacturer or an approved design
organisation.

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Wiring Diagram Manual
The Wiring Diagram Manual (WDM) is a collection of diagrams, drawings, and lists which define
the wiring and hook-up of associated equipment installed on the aeroplanes listed in the
Effective Aircraft page in its front matter. The data is prepared essentially in accordance with
ATA 100/2200, and divided into chapters, sections and subjects. Page numbers are used to
differentiate between configurations.
All Wiring Diagrams are shown, unless otherwise specified, with the aircraft on the ground, after
normal flight, with the shutdown checklist complete (power off).
The WDM should be used in conjunction with the manufacturers generic Chapter 20 Standard
Wiring (or Electrical) Practices Manual.
Revision and Amendments to Manuals

Where changes have been made affecting maintenance, overhaul and repair, it is necessary for
these changes to be incorporated in the relevant manuals. Manufacturers‟ are, therefore,
required to review their manuals at certain periods for the purpose of issuing revisions and
amendments to all registered holders of manuals. This usually happens three or four times a
year and is known as the Revision Cycle.
Each revision is issued with a covering letter (known as a Letter of Transmittal) which details the
revision number, issue date and a list of manual pages to be removed and added by the
revision. Each manual or chapter has a List of Effective Pages which lists every page and it's
issue date so that the holder may check that a manual is complete and current. The revision is
incorporated by removing old pages, inserting new ones, filing the List of Effective Pages at the
beginning of the manual or chapter and the Transmittal Letter at the front of the manual. The
revision number and issue date are entered on the „Record of Revisions‟ page at the front of
each manual.
To check the validity of a page, first check it's issue date against the List of Effective Pages,
then check the List of Effective Pages date against that of the Letter of Transmittal, finally check
the Letter of Transmittal revision number against the current ATP register or contact the
publisher.
In cases where it is necessary to issue information outside the revision cycle, a Temporary
Revision (TR) is published for inclusion in the relevant manual. These TRs are printed on yellow
paper and they remain in the appropriate chapter of the manual until the information is
incorporated through the normal revision process.
Both a dated Control Page (or list of effective temporary revisions page) for the chapter and a
List of Effective Control Pages are issued with each TR. The Control Page is filed at the front of
the affected chapter and the List of Effective Control Pages is filed with the List of Effective
Pages.
When an Alert Service Bulletin requires urgent changes to manual information for airworthiness
or safety reasons an Alert, printed on pink paper, is issued and filed in the relevant point in the
manual. Alerts are also recorded on the Control Page.

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To check the validity of a TR or Alert, first check its issue number against the Control Page,
then check the Control Page date against that of the List of Effective Control Pages, finally
check the List of Effective Control Pages revision number against the current ATP register or
contact the publisher.
If the manual is held on microfilm or CD-ROM the TRs, Alerts and their control pages are filed in
a Manual Supplement book held adjacent to the reading machine. This must be consulted
whenever the manual is used.
If the manual is held on a network computer system, provision for access to the current TRs and
Alerts and for checking their validity will be made.

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Boeing On-Line Data
MyBoeingFleet.com is a secure global on-line delivery system that provides the aviation
industry with the most accurate, current information available to operate and maintain the
worldwide Boeing fleet. Through a single secure login, users have access to a complete digital
reference library of information previously available only in an operator‟s central technical library
of paper, microfilm, and aperture cards. Formerly known as Boeing On-Line Data (BOLD),
MyBoeingFleet makes access to information as close as the nearest networked workstation. As
a result, the most current data is available at the engineers‟ request.
A similar service is available from other manufacturers such as that at airbusworld.com
The ability to store and retrieve data digitally has led to the development of various systems
such as Boeing's "Portable Maintenance Aid" (PMA) and "AirN@v " from Airbus to streamline
the often time-consuming process of troubleshooting modern, complex aircraft. The systems
provides all the necessary line maintenance documentation in digital format along with a
powerful search capability. The application includes specialized process-oriented features
tailored to how each document is used. References within and between documents are
hyperlinked to further minimize cross-referencing time.

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With an off-the-shelf or ruggedized Laptop computer the information is now at the mechanic‟s
fingertips on the ramp, at line stations or on-board the aircraft. The interfaces are generally
Windows based and are intuitive requiring minimal training. The systems generally contain
customised versions of the following documents:
 Fault Isolation Manual.

 Aircraft Maintenance Manual.
 Illustrated Parts Catalogue.
 Wiring Diagram Manual equipment list.
 Structural Repair Manual.
 System Schematics Manual.
It may also include the following supporting documents:
 Combined index.
 Maintenance tips, service letters, and in-service activity reports.
 Dispatch deviation procedures.
In future it may be possible to access this information from the on-board Maintenance Access
Terminal or flight deck displays of modern glass cockpit aircraft.

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Microfilm
Microfilm is a spool of film (normally 16mm) in a cassette or cartridge, consisting of set of
reduced photographic negatives of documents. An entire aircraft Maintenance Manual can be
contained in five or six cassettes. Microfiche is a similar but larger photographic negative,
usually of a drawing or several documents, mounted on a window card. The images may be
accessed on a viewer and paper copies can be printed from the microfilm. Microfilm cassettes
and Reader/Printers may be located in hangars and workshops, Microfiche sets and viewers
are generally more suited to drawing libraries and offices.
This method entails one publication being reproduced, on a roll of film and contained in a
special cartridge case, approximately three inches (76 mm) square. The pages are sequentially
copied onto the film and wound upon a drum, within the cartridge case.
A microfilm „Reader‟ (a projector) is used, to wind the film through a „gate‟ and display a single
page of text/drawing upon a screen, which is large enough to enable the text and illustrations to
be read and understood.
Because of the condensing of the „hard copy‟ books into a small space; a complete set of
maintenance manuals can, thus, be contained in a small number of microfilm cartridges which
can be stored close to the Reader.
A number of these projectors are provided with a printing facility that allows the person, reading
the film, to print a copy of any sheets which contain information that is required away from the

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machine. All copies, removed from the microfilm reading room, must be used once only, and not
retained for later work. This practise ensures that amendments and updates are not missed.
Microfiche
A similar process to microfilm, with the exception that many pages of the manuals are
reproduced on one clear sheet of film, measuring approximately 100 mm x 150 mm (4 in x 6 in).
Each sheet is capable of storing a large number of pages (over 100) of text/drawings and takes
up very little space.
The Reader is similar to the microfilm Reader except that the film slide is moved about, beneath
the viewing lens, until the relevant page appears upon the screen.
By simply pressing a button on the machine, a photocopy of the page being viewed can be
produced for remote use and, once again, any copies should not be retained for future use.
Amendment of both this and the microfilm system is by direct replacement, with local disposal of
the unwanted items.
Computer CD-ROM
The use of computers, with respect to aircraft maintenance manuals, (and other publications),
has the primary advantage of the huge amount of information that can be stored on one
Compact Disc (CD).
A single computer, located within a maintenance facility, could have all the necessary
publications (such as the Maintenance Manual, Illustrated Parts Catalogue and Wiring
Diagrams), for the relevant aircraft type, held on one CD.
As with the other two systems, there should be the facility to print the necessary information
required with, of course, the limitation that the information is only valid „on-the-day‟, and must
not be used for repetitive jobs.
Updating of computer-based systems is by the simple replacement of the relevant CD-ROM,

although there may be intermediate amendments.
Supplementary Information
It is important that only the current issue, of whichever system is in use, is supplied to servicing
technicians. This means that the amendment procedures must be carefully monitored (and
especially the disposal of the out-dated material). The new amendments come with a „Letter of
Transmittal‟, from the relevant authority, in exactly the same manner as they do with the „hard
copy‟ technical publications.
Because of the need to dispose of large amounts of information, whenever even a minor update
or amendment is carried out, it is normal to produce Supplementary Information in hard copy
form, as an intermediate source of current information. These issues are in addition to either the
film/fiche/CD-ROM systems in use and must be not only carefully monitored, but also well
publicised.
This ensures that the technicians know that the information, contained in the system they are
using, could, possibly, contain small items of out-of-date information.
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(b)
Continuing Airworthiness
All aircraft except those used for police, customs, military or similar, and those listed in Annex II
to (EC) Regulation 216/2008 are subject to the provisions of Part-M with regard to continuing
airworthiness.
UK CAA Continuing Airworthiness Oversight of ‗State Aircraft‘

The continued airworthiness oversight of State aircraft by the UK CAA will be aligned with the
requirements and procedures which would be applicable had the aircraft qualified for an EASA,
Part-21, Subpart H, certificate of airworthiness. The principal elements for UK CAA oversight
are as follows:
 State aircraft must be of a type approved by EASA or the UK CAA for the issue of a
Certificate of Airworthiness.
 The continuing airworthiness of any State aircraft will be managed in accordance with
procedures equivalent to the requirements for public transport in accordance with the UK
Air Navigation Order currently in force, or EASA Part-M Subpart G, as applicable.
 Maintenance of a State aircraft is to be undertaken by an organisation holding approval

for the type.
 State aircraft are to be maintained in accordance with a maintenance

schedule/programme approved by the UK CAA.
 State aircraft with national Certificates of Airworthiness will be subject to an annual or

triennial C of A renewal process as applicable, undertaken by an organisation holding a
BCAR A8-3 Supplement 2 approval or a BCAR A8-15 approval. State aircraft with EASA
Certificates of Airworthiness will be subject to EASA review procedures.
 State aircraft are to be operated in accordance with a flight manual, the content of which
has been approved under the type certificate, supplemental type certificate or UK CAA
approved modification procedure. Any changes to the flight manual must be approved by
the UK CAA, or alternatively approved by EASA and accepted by the UK CAA, in
accordance with Part-21 or BCAR Chapter A2-5 or B2-2 paragraph 7 as appropriate.
 Changes (modifications and repairs) to State aircraft must be approved by the UK CAA,
or alternatively approved by EASA and accepted by the UK CAA, in accordance with
Part-21 or BCAR Chapter A2-5 or B2-2 paragraph 7 as appropriate.
 State aircraft must remain in compliance with Airworthiness Directives, mandatory

modifications, inspections and changes to approved documentation applicable to the
type as specified in CAP 747.
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Test Flights
Full Flight Tests
Airworthiness Flight Tests are made periodically on each aircraft having a Certificate of
Airworthiness, for which continued certification is required to ensure that:
 handling characteristics are satisfactory and have not deteriorated with time;
 aircraft performance remains as scheduled;
 the aircraft and its equipment function correctly.
Test Flights are a mandatory requirement prior to the issue of a Certificate of Airworthiness for
an aircraft being imported into an EASA Member State.
All flight tests are established in accordance with the applicable Aircraft Flight Manual (AFM)
and the production flight test manual provided by the aircraft manufacturer.
Flight tests are performed under the authority of the operator by a special qualified crew based
on flight test criteria established under the responsibility of the operator. A full flight test may be
necessary after major maintenance work or after any important work following an incident or
accident.
Maintenance Check Flights

Part-M M.A.301 (8) identify maintenance check flights as part of the continuing airworthiness
tasks necessary to ensure the serviceability of operational and emergency equipment.
For some maintenance tasks, the manufacturer prescribes in the aircraft's Maintenance Manual
the need for check flights to be carried out. For other tasks involving, for example, work carried
out on a system or component the correct functioning of which is affected by flight dynamics, air
loads, airflows, or low temperatures and pressures, the certifying engineer will need to
determine if a maintenance check flight is required to verify its operation.
The suitability of pilots conducting maintenance check flights and appropriate safety precautions
must be addressed.
Before any test flight it must be positively assured throughout investigations, inspections,
corrective work or ground testing, as applicable that any complained condition and/or function
has been as far as possible corrected.
A reduced flight test may be requested after corrective maintenance actions or modifications on
important items which may affect the flight characteristic, the performance of the aircraft or flight
environments such as airspeed, Mach number, altitude, temperature, operational loads or
elastic deformation which cannot be forecasted by ground checks and/or measurements.
A certificate of release to service must be provided before a test flight. A copy of the flight test
report must be kept by the CAMO and Part-145 organisation.

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Check Flights for Continuing Airworthiness Management
The ICAO Airworthiness Manual, Volume 1, advises that the purpose of airworthiness check
flights is to ensure that the aircraft‟s flight characteristics and its functioning in flight do not differ
significantly from the normal characteristics for the type and to check the flight performance
against the appropriate sections of the flight manual. It also states that these flights should be
conducted in accordance with schedules that are approved by the State‟s competent authority.
The principles and safety considerations that follow are applicable for both required and elective
check flights for continuing airworthiness management. These check flights do not include
maintenance check flights for specific items.
Check Flight Schedules

Check flights flown in accordance with appropriate schedules will establish that:
 the handling characteristics are satisfactory and typical of the type;
 the climb performance equals or exceeds the scheduled data;
NOTE: Data is necessary in order to assess any future deterioration of performance in

service.
 the aircraft and its equipment function satisfactorily and the aircraft continues to comply
with its type design standard.
To be appropriate, the schedules require the pilot to carry out:
(a) Handling tests, including the effectiveness of primary controls and trimmers, with specific
direction (see Note) to evaluate the characteristics during the following phases of flight:
 Take-off;
 Climb;
 Cruise;
 Flight at maximum speed;
 Flight at minimum speed;
 Descent;
 Landing;
 Hover manoeuvres for helicopters.
NOTE: If not directed to evaluate characteristics, many pilots would compensate and adapt to
deficient characteristics.
(b) Performance tests:
 Simple, free air pressure rate-of-climb measurements under known and predicted
configurations and conditions.
 Measurement of low speed warnings and, if applicable, stall speeds.
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(c) Tests to check functioning of the aircraft equipment in flight and safe, recoverable
functioning of back-up systems, e.g. emergency gear lowering, use of alternate braking
systems. Note that controls, systems and equipment which are used regularly may be
considered, for the purpose of the schedule, to have been checked on the basis of normal
usage.
Check Flight Schedules which meet the above criteria will be created and maintained by UK
CAA (in conjunction with the aircraft manufacturer) where required for check flights for EASA
and non-EASA aircraft. Should an operator wish to develop an alternative schedule for required
check flights, this may be done provided that it incorporates all elements of the UK CAA
schedule and, in particular, the Check Flight Certificate. Examples may be found in the UK CAA
guidance material for the conduct of check flights, namely the UK CAA Check Flight
Handbook. Any alternative schedule, when used for required check flights, should have been
reviewed and accepted by the UK CAA Aircraft Certification Department; in seeking any such
agreement, the
operator should include details of arrangements for periodic review of his schedules.
Schedules are available for most aircraft types (and variants thereof) above 5700 kg. However,
for certain categories of aeroplanes below 5700 kg, the UK CAA has produced generic
schedules, which can be used for a range of aeroplane types.
Check Flight Results

After each check flight, the pilot who conducted the flight should complete the post flight
certificate, which lists all the defects found during the flight, as detailed in the Check Flight
Handbook. This, together with the completed Schedule, comprises the Check Flight Report.
Pilots Conducting Check Flights

To ensure that appropriate levels of safety are maintained, check flights should be conducted by
pilots who have satisfactory experience with the appropriate check flight schedule, and have
received adequate familiarisation of check flight techniques and safety precautions. For both
required and elective check flights, it is necessary that the pilot concerned fully understands the
significance and intent of the tests, as well as the techniques used to minimise the risk
associated with some tests. For required check flights, UK CAA Aircraft Certification Department
must be consulted in advance regarding the eligibility of pilots intending to conduct such flights.
Pilot acceptance criteria and procedures for conducting check flights should be included in the
continuing airworthiness management exposition in accordance with Part M.A.704 where
applicable. Though it is not feasible to lay down absolute experience and ability requirements
for pilots, guidelines are provided in the UK CAA Check Flight Handbook.
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Extended Range Twin Operations (ETOPS)
Definition
Extended range Twin engine OPerationS (ETOPS) is defined as an operation available for two-
engined aircraft conducted over a route that contains a point further than approved threshold
time at the approved one-engine out cruise speed (under standard conditions) from an
adequate airport.
The operator‟s ETOPS flights are conducted in accordance with the aircraft manufacturers
approved standards for ETOPS. These standards present aircraft design configuration,
maintenance tasks, crew procedures and dispatch limitations for ETOPS.
There are two operational criteria: 60-minutes to 120-minutes, and 120-minutes to 180-minutes.
120- and 180-minute ETOPs zones
Requirements
The following EASA Regulations and Implementing Rules provide the current Regulations
regarding ETOPS:
 EU-OPS 1.245 / 1.246

 EASA AMC-20

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ETOPS Maintenance Requirements
The ETOPS requirements are integrated into the relevant manuals which include the:
 Aircraft maintenance manual

 Aircraft flight manual
 Minimum equipment list
 Route manual
 ETOPS manual
The ETOPS requires special attention for the maintenance work to be performed on aircraft
operating under these rules. Certain maintenance task may not be performed during the same
ground time on ETOPS related systems. In addition if same tasks need to be performed it has
to be assured that not the same person performs the same task on equal aircraft systems or
components.
If the requirements as specified above may not be guaranteed, a verification flight has to be
performed. A verification flight is planned
as a non-ETOPS flight. If all aircraft
system work properly after the take-off
and for the prescribed time in cruise, that
flight may than be continued under
ETOPS rules.
The maintenance work affected by

ETOPS rules are defined in the ETOPS
manual.
Maintenance work which is defined as

ETOPS related must be marked on the
work paper as such.
The ETOPS manual is approved by the

responsible authority and contains the
definitions, guidance and special
procedures to support the intended
operation.
ETOPS approval requires a specially

controlled maintenance programme
The maintenance and reliability program needs to be supplemented in consideration of the

special requirements of ETOPS.
The maintenance programme should contain the standards, guidance, and direction necessary
to support the intended operations. Maintenance personnel involved should be made aware of
the special nature of ETOPS and have the knowledge, skills and ability to accomplish the
requirements of the programme.

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ETOPS Maintenance Programme
The basic maintenance programme for the aircraft being considered for ETOPS is the
continuous airworthiness maintenance schedule currently approved for that operator, for the
make and model airframe/engine combination. This schedule should be reviewed to ensure that
it provides an adequate basis for development of ETOPS maintenance requirements. These
should include maintenance procedures to preclude identical action being applied to multiple
similar elements in any ETOPS critical system (e.g. fuel control change on both engines).
ETOPS related tasks should be identified on the operator‘s routine work forms and
related instructions.
ETOPS related procedures, such as involvement of centralised maintenance control, should be

clearly defined in the operator‟s programme.
An ETOPS service check should be developed to verify that the status of the aircraft and certain
critical items are acceptable. This check should be accomplished and signed off by an ETOPS
qualified maintenance person immediately prior to an ETOPS flight.
The Technical Log should be reviewed and documented as appropriate to ensure proper MEL
procedures, deferred items and maintenance checks, and that system verification procedures
have been properly performed.
ETOPS Manual
The operator should develop a manual for use by personnel involved in ETOPS. This manual
need not include, but should at least reference, the maintenance programme and other
requirements described by this Appendix, and clearly indicate where they are located in the
operator‟s manual system. All ETOPS requirements, including supportive programme
procedures, duties and responsibilities, should be identified and be subject to revision control.
This manual should be submitted to the Authority 30-days before implementation of ETOPS
flights. Alternatively the operator may include this information in existing manuals used by
personnel involved in ETOPS.
Oil Consumption Programme

The operator‟s oil consumption programme should reflect the manufacturer‟s recommendations
and be sensitive to oil consumption trends. It should consider the amount of oil added at the
departing ETOPS stations with reference to the running average consumption; i.e. the
monitoring must be continuous up to, and including, oil added at the ETOPS departure station.
If oil analysis is meaningful to this make and model, it should be included in the programme. If
the APU is required for ETOPS operation, it should be added to the oil consumption
programme.

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Engine Condition Monitoring
This programme should describe the parameters to be monitored, method of data collection and
corrective action process. The programme should reflect manufacturers‟ instructions and
industry practice. This monitoring will be used to detect deterioration at an early stage to allow
for corrective action before safe operation is affected. The programme should ensure that
engine limit margins are maintained so that a prolonged single-engine diversion may be
conducted without exceeding approved engine limits (i.e. rotor speeds, exhaust gas
temperatures) at all approved power levels and expected environmental conditions. Engine
margins preserved through this programme should account for the effects of additional engine
loading demands (e.g. anti-ice, electrical, etc.) which may be required during the single-engine
flight phase associated with the diversion.
Rectification of Aircraft Defects

The operator should develop a verification programme, or procedures should be established, to
ensure corrective action following an engine shutdown, primary system failure, adverse trends
or any prescribed events which require verification flight or other action and establish means to
assure their accomplishment. A clear description of who must initiate verification actions and the
section or group responsible for the determination of what action is necessary should be
identified in the programme. Primary systems or conditions requiring verification actions should
be described in the operator‟s ETOPS manual.
Reliability Programme
An ETOPS reliability programme should be developed or the existing reliability programme
supplemented. This programme should be designed with early identification and prevention of
ETOPS related problems as the primary goal. The programme should be event-orientated and
incorporate reporting procedures for significant events detrimental to ETOPS flights. This
information should be readily available for use by the operator and the Authority to help
establish that the reliability level is adequate, and to assess the operator‟s competence and
capability to safely continue ETOPS. The Authority should be notified within 96 hours of events
reportable through this programme.
In addition to the items addressed by CAP 418 (Condition Monitored Maintenance) for routine
reliability reporting, the following items should be included:
 In-flight shutdowns.
 Diversion or turn back.
 Uncommanded power changes or surges.
 Inability to control the engine or obtain desired power.
 Problems with systems critical to ETOPS.
 Any other event detrimental to ETOPS.

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Propulsion System Monitoring
The operator‟s assessment of propulsion
systems reliability for the extended range
fleet should be made available to the
Authority (with the supporting data) on at
least a monthly basis, to ensure that the
approved maintenance programme continues
to maintain a level of reliability necessary for
extended range operations. Any adverse
trend would require an immediate evaluation
to be accomplished by the operator in
consultation with the Authority. The
evaluation may result in corrective action or
operational restriction being applied.
ETOPS approval requires propulsion

system monitoring
Maintenance Training
Maintenance training should focus on the special nature of ETOPS. This programme should be
included in normal maintenance training. The goal of this programme is to ensure that all
personnel involved in ETOPS are provided the necessary training so that the ETOPS
maintenance tasks are properly accomplished and to emphasise the special nature of ETOPS
maintenance requirements. Qualified maintenance personnel are those that have completed the
operator‟s extended range training programme and have satisfactorily performed extended
range tasks under supervision, within the framework of the operator‟s approved procedures for
Personnel Authorisation.
ETOPS Parts Control

The operator should develop a parts control programme that ensures the proper parts and
configuration are maintained for ETOPS. The programme includes verification that parts placed
on ETOPS aircraft during parts borrowing or pooling arrangements as well as those parts used
after repair or overhaul, maintain the necessary ETOPS configuration for that aircraft.

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All Weather Operations
Introduction
Issues such as All Weather Operations (AWOPS), Reduced Vertical Separation Minima (RVSM)
etc. are operational issues, not used by everyone. They do, however, have specific
maintenance requirements in order to maintain their accuracy. As such, any of these
maintenance requirements must be included in the Maintenance Schedule.
All Weather Operations refers to the requirements for Instrument Landing Systems (ILS), both
airborne and ground based equipment.

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ILS Categories
There are three categories of ILS equipment which support similarly named categories of
approach/landing operation. Information below is based on ICAO, FAA, and EASA certain
states may have filed differences.
ICAO classifies ILS approaches as being in one of the following categories:
ILS Categories for precision instrument approach and landing

Decision height
or alert height
(minimum
Approach Runway visual Visibility
above runway Notes
category range (RVR) minimum
threshold or
touchdown
zone)
550 m or 1,800 ft.
(1,200 ft. is 800 m
approved at some (1,600 ft. or
I 200 ft. (61 m)
airports), increased 1,200 ft. in
to 800 m for single Canada)
crew operations
II 100 ft. (30 m) 1,200 feet (370 m) N/A
IIIa No DH 700 feet (210 m) N/A
IIIb No DH 150 feet (46 m) N/A
As of 2012 this
category is not yet in
operation anywhere in
the world as it requires
IIIc No DH No RVR N/A
guidance to taxi in zero
visibility as well.
Category IIIc is not
mentioned in EU-OPS.
Smaller aircraft generally are equipped to fly only a CAT I ILS. On larger aircraft, these
approaches typically are controlled by the flight control system with the flight crew providing
supervision. CAT I relies only on altimeter indications for decision height, whereas CAT II and
CAT III approaches use radio altimeter (RA) to determine decision height.
An ILS must shut down upon internal detection of a fault condition. Higher categories require
shorter response times; therefore, ILS equipment is required to shut down faster. For example,
a CAT I localizer must shut down within 10 seconds of detecting a fault, but a CAT III localizer
must shut down in less than 2 seconds.

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Special CAT II and CAT III Operations
In contrast to other operations, CAT III weather minima do not provide sufficient visual
references to allow a manual landing to be made. CAT III minima depend on roll-out control and
redundancy of the autopilot because they give only enough time for the pilot to decide whether
the aircraft will land in the touchdown zone (basically CAT IIIa) and to ensure safety during
rollout (basically CAT IIIb). Therefore an automatic landing system is mandatory to perform
Category III operations. Its reliability must be sufficient to control the aircraft to touchdown in
CAT IIIa operations and through rollout to a safe taxi speed in CAT IIIb (and CAT IIIc when
authorized). However, special approval has been granted to some operators for hand-flown
CAT III approaches using "heads up display" (HUD) guidance which provides the pilot with an
image viewed through the windshield with eyes focused at infinity, of necessary electronic
guidance to land the airplane with no true outside visual references.
In each case, a suitably equipped aircraft and appropriately qualified crew are required. For
example, CAT IIIb requires a fail-operational system, along with a crew who are qualified and
current, while CAT I does not. A head-up display (HUD) which allows the pilot to perform aircraft
manoeuvres rather than an automatic system is considered as fail-operational. A head-up
display allows the flight crew to fly the aircraft using the guidance cues from the ILS sensors
such that if a safe landing is in doubt, the crew can respond in an appropriate and timely
manner. HUD is becoming increasingly popular with "feeder" airlines and most manufacturers of
regional jets are now offering HUDs as either standard or optional equipment. A HUD can
provide capability to take off in low visibility.
Some commercial aircraft are equipped with automatic landing systems that allow the aircraft to
land without transitioning from instruments to visual conditions for a normal landing. Such
autoland operations require specialized equipment, procedures and training, and involve the
aircraft, airport, and the crew. Autoland is the only way some major airports such as Paris-
Charles de Gaulle Airport remain operational every day of the year. Some modern aircraft are
equipped with enhanced vision systems based on infrared sensors, that provide a day-like
visual environment and allow operations in conditions and at airports that would otherwise not
be suitable for a landing. Commercial aircraft also frequently use such equipment for take-offs
when take-off minima are not met.
For both automatic and HUD landing

systems, the equipment requires special
approval for its design and also for each
individual installation. The design takes into
consideration additional safety requirements
for operating an aircraft close to the ground
and the ability of the flight crew to react to a
system anomaly. The equipment also has
additional maintenance requirements to
ensure that it is capable of supporting
reduced visibility operations.

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Category II Operations and Minimum Equipment Requirements
Airworthiness Certification of Aeroplanes for Operations with Decision Heights (DH)

below 60 m (200 ft.) and Down to 30 m (100 ft.)
General
An aeroplane with basic airworthiness approval for IFR operations is eligible to perform ILS
precision approaches down to a decision height of 60 m (200 ft.), assuming that the necessary
ILS receiver(s) and instruments and their installation have been approved.
The purpose of this Subpart is to specify the supplementary airworthiness requirements for the
performance of ILS precision approaches with decision heights below 60 m (200 ft.) down to
30 m (100 ft.). This material may not be appropriate to other precision approach aids.
Installed Equipment
The approach guidance system must include:
 Two ILS glide path and localiser receivers with indication at each pilot‟s station.
 An automatic approach coupler or a flight director system with display at each pilot‟s
station (or an alternative giving equivalent performance and safety).
 A radio altimeter with displays at each pilot‟s station of:
o radio altitude, and

o the selected decision height (e.g. an index on an analogue scale or a digital
indication).
 Clear the visual indication at each pilot‟s station (e.g. An alert light) when the aeroplane
reaches the pre-selected decision height appropriate to the approach.
 Automatic or flight director go-around system or acceptable altitude indicators.
 Audible warning of automatic pilot failure (for automatic approach).
 An automatic throttle system where necessary (see CS-AWO 206).
 An appropriate equipment failure warning system.
 Excess-ILS-deviation alert at each pilot‟s station (e.g. Amber flashing light).

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Category III Operations and Minimum Equipment Requirements
Airworthiness Certification of Aeroplanes for Operations with Decision Heights (DH)

below 30 m (100 ft.) or no Decision Height
General
An aeroplane with basic airworthiness approval for IFR operation is eligible to perform ILS
precision approaches down to a decision height of 60 m (200 ft.), assuming that the necessary
ILS receiver(s) and instruments and their installation have been approved. The supplementary
airworthiness criteria for aeroplanes to perform ILS precision approaches down a decision
height below 60 m (200 ft.) and down to 30 m (100 ft.) is contained in Subpart 2.
The purpose of this Subpart is to specify the supplementary airworthiness criteria for aeroplanes
to perform ILS precision approaches with decision heights below 30 m (100 ft.) or with no
decision height.
Equipment
The following items of equipment must be installed for certification to the decision heights
specified unless it is shown that the intended level of safety is achieved with alternative
equipment, or the deletion of some items:
NOTE: This list is based on experience with conventional medium and large jet transports and it
is recognised that changes may be appropriate in significantly different applications.
All decision heights below 30 m (100 ft.) or no decision height:
 Two ILS glide path and localizer receivers with the first pilot‟s station receiving
information from one, and the second pilot‟s station receiving information from the other.
 One radio altimeter with display at each pilot‟s station.
 Clear visual indication at each pilot‟s station (e.g. An alert light) when the aeroplane
reaches the pre-selected decision height appropriate to the approach.
 An appropriate equipment failure warning system,
 An excess-G/S-deviation alert at each pilot‟s station (e.g. Amber flashing light).
In the case of aeroplanes having a minimum flight crew of two pilot‟s, an automatic voice
system, which calls when an aeroplane is approaching the decision height (or when
approaching the ground during a no decision height approach) and when it reached decision
height.
NOTE: The number of ILS receivers and radio altimeters may need to be increased in order to
provide fail-operational capability where required.

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Decision height 15 m (50 ft.) or greater:
 Fail-passive automatic landing system or fail-passive automatic approach system without

automatic landing, provided that:
o It is demonstrated that manual landings can be made without excessive workload

in the visibility conditions; and
o The aeroplane has a low approach speed, and is manoeuvrable and the height of
the pilot‟s eyes above the wheels is small.
 Automatic throttle control, unless it can be shown that the speed control does not add
 excessively to the crew work-load; and
 Automatic or flight director go-around system or suitable attitude indicators.
Decision height below 15 m (Soft):
 Fail-operational automatic landing system or fail-operational hybrid landing system.
 Fail-passive automatic go-around.
 Automatic throttle control; and:
 Automatic ground roll control or head-up ground roll guidance (see CS-AWO 304 and
305) as appropriate to the limitations on visibility conditions or RVR.
No decision height:
 Fail-operational automatic landing system.
 Fail-passive automatic go-around.
 Automatic throttle control.
 Fail-operational or fail-passive automatic ground roll control or head-up ground roll

guidance (see CS-AW0 304 and 305); and
 Anti-skid braking system.

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Worksheet 10.7
1. How are non-EASA aircraft defined?
2. Which UK CAA publication defines airworthiness requirements?
3. In which section of CAP 747 will you find a list of the UK CAA issued Airworthiness
Directives?
4. Which UK CAA publication will you find general requirements for Fire Precautions –
Aircraft Toilets?
5. What schedule is used for an aircraft of less than 2730 kg MTOM in the United Kingdom?
6. What log books must be kept to assist in the maintenance of light aircraft?
7. What derogation is allowed for annual checks?
8. What is understood by the phrase „safety critical maintenance tasks‟?
9. How must companies service safety critical systems to avoid compromising the
redundancy of an aircraft‟s systems?
10. Why does the pre-flight differ from all other maintenance inspections?

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11. Who can issue an Airworthiness Directive?
12. When will an Airworthiness Directive be issued?
13. When must an AD be complied with?
14. What responsibility has an operator or Part-M CAMO got with respect to Non Mandatory
Service Bulletins?
15. Give 6 examples of commonly used Maintenance documentation?
16. What is the maximum distance a non-ETOPS approved aircraft may fly from an adequate
aerodrome?

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17. To what aircraft is ETOPs approval available?
18. An ETOPs maintenance programme should be designed to preclude what (with regards
to the engines)?
19. A mechanic is carrying out a task which is vital to ETOPs safety. How does he know
this?
20. If an organisation is ETOPs approved, can all personnel within that organisation carryout]
ETOPs maintenance tasks?
21. After rectification of an ETOPS task, what certification is required, and by whom, to
enable the aircraft to fly an ETOPS sector?
22. What is the difference between a maintenance check flight and a flight test?
23. Who may conduct a flight test?
24. Who is responsible for detailing and coordinating the requirements of a flight test?
25. What are the responsibilities of the nominated engineer with respect to flight testing of
light aircraft?

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26. Define Cat II All Weather Operations.
27. Define Cat III All Weather Operations.
28. For „no decision height‟ operations list the requirements for a Cat III system?

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ST Aerospace Ltd

10.7 Applicable National and International Requirements

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Module 10

For Training Purposes Only

Module 10.7 Applicable National and International Requirements

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Module 10.7 Applicable National and International Requirements

Module 10.7 Applicable National and International Requirements

Module 10.7 Applicable National and International Requirements

Master Minimum Equipment Lists, Minimum

Only for B1 and B2 licences:

Module 10.7 Applicable National and International Requirements

Module 10.7 Applicable National and International Requirements

CAP 562 Civil Aircraft Airworthiness Information and Procedures (CAAIP)

Module 10.7 Applicable National and International Requirements

 CAP 747 Mandatory Requirements for Airworthiness

A summary of the contents of the publications is provided here.

Mandatory Requirements for Airworthiness (CAP 747)

ICAO Compliance Statement to CAP 747 Mandatory Requirements for Airworthiness

 an “EASA aircraft”; (an aircraft that is subject to European airworthiness regulations);

Module 10.7 Applicable National and International Requirements

Section 1 General Information

Section 2 Mandatory Information

Module 10.7 Applicable National and International Requirements

Module 10.7 Applicable National and International Requirements

 Book 1 contains UK CAA information and procedures in eight chapters labelled

Module 10.7 Applicable National and International Requirements

Book 1 - CAA Information and Procedures

Chapter A General Information

Chapter B Airworthiness Information

Chapter C Airworthiness Procedures

Module 10.7 Applicable National and International Requirements

Book 2 – Technical Subjects (by ATA Chapter Number)

Chapter 5 Time Limits / Maintenance Checks

Chapter 20 Standard Practices – Airframe

Chapter 24 Electrical Power

Chapter 31 Indicating/Recording Systems

Chapter 32 Landing Gear

Chapter 39 Electrical-Electronic Components and Multifunction Units

Chapter 44 Cabin Systems

Chapter 100 Computer Hardware-Software

Module 10.7 Applicable National and International Requirements

Module 10.7 Applicable National and International Requirements

The aircraft checks are divided into:

- Line maintenance checks including:

- Base maintenance checks including:

Maintenance Schedule Contents

Primary Maintenance Processes

– a criterion related to usage, e.g. a period of time, number of cycles, number of

Record of Amendments - Provision for a record of the amendments incorporated in the

Module 10.7 Applicable National and International Requirements

 A 50-hour Check in accordance with a Light Aircraft Maintenance Programme, providing

Module 10.7 Applicable National and International Requirements

Module 10.7 Applicable National and International Requirements

CAP 766 and CAP 767

Should an Owner/Operator consider the LAMP to be unsuited to his particular aircraft, an

Examples of typical service information to be assessed would be publications such as the

Module 10.7 Applicable National and International Requirements

AMC to Part-M.A.301 (1)

Module 10.7 Applicable National and International Requirements

Arrangements should be made to stagger scheduled maintenance tasks on essential or primary

Where it is not practical to introduce staggered maintenance at Base Maintenance inputs or

Procedures should be established to provide maintenance and planning personnel with

Module 10.7 Applicable National and International Requirements

Module 10.7 Applicable National and International Requirements

Airworthiness Directives for UK Registered Aircraft