Kcaa A and B Notices Complete

REPUBLIC OF KENYA
KENYA CIVIL AVIATION AUTHORITY
IF'
efficiently managing air safety
AIRCRAFT 'A3& 'B' NOViCE3
KCAA
1 ALS LTD.
CENTRAL LIBRARY
RECEIVED
- June 2009
Revision: Initial Issue
P. 0, BOX 41937
NAIROBI I
AIRCRAFT A & B NOTICES
efficiently managing a i r safety ISSUE: Original

DATE: 01 June 2009
FOREWORD:
Under the provisions of Section 3B (1) (0) of 'The Civil Aviation (Amendment) Act,
2002, the Director General of Kenya Civil Aviation Authority has issued Aircraft A
and B Notices contained herein to supplement the Regulations, associated Advisory
Circulars and Aeronautical Information Circulars as applicable.
The Aircraft Notices are issued in two Sections, A & B.
'A' Notices are of an advisory or administrative nature and are issued for general
guidance purposes.
'ByNotices relate to airworthiness matters and aircraft safety issues. Compliance with
'B' Notices is mandatory where applicable and will require issuance of a Certificate
of Release to Service in line with the respective provisions of the regulations.
Notices will be prefaced 'A' or 'B' to indicate the Section to which they belong.
These Notices are issued for the attention of:-

- Registered Owners/Operators of civil aircraft,
- Approved Maintenance Organizations,
- Holders of Aircraft Maintenance Engineer's LicencesIMaintenance
Authorizations and AM0 Maintenance Approvals,
- Organizations or persons authorized by the Director General, KCAA to
perform any activities that relate to airworthiness of aircraWcomponents and
safety of such aircraft.
Copies of KCAA Aircraft Notices may be downloaded from the KCAA Website or on
request (for a fee) may be obtained from the Office of the Director General, Kenya
Civil Aviation Authority, Airworthiness Division, P.O. Box 30163, Nairobi, Kenya.
J. P. Ochieng
DIRECTOR - AVIATION SAFETY STANDARDS AND REGULATIONS .
1
Aircraft Notices Record of Amendments
i
'
I - SECTION: A&B
ISSUE: Original
DATE: 01June2009
,t < c u
KENYA CIVIL AVIATION AUTHORlTY
Aircraft 'A' 8 'ByNotices
-- KCAA Distribution List
I
1 - efficiently managing a i r safety ISSUE:
DATE:
Original
01 June 2009
I
Aircraft Notices - KCAA Distribution List
Document
Control Allocated Holder
Number
Master Copy
Airworthiness Manager
AN-00
AN-01 Director, Aviation Safety Standards and Regulations
~echnicalLibrary
AN-02
(Fixed Reference)
AN-03 Airworthiness Office - HQ
Airworthiness Office - Wilson Airport
Page 1 of 1
AIRCRAFT NOTICE INDEX

SECTION: A
efficiently managing air safety ISSUE:
DATE:
Original
01 June 2009 1
Table of Contents
Foreword ......................................................................................................................................
Record of Amendment ................................................................................................................
KCAA Distribution
List. ...................................................................................
A Notices
Notice No. & Subject ................................................................................Issue No.

A1 Standardised Definitions for Airworthiness Purposes ........................................... Original
A2 Type Rating and Categories of Aircraft Maintenance
Engineer's Licences ........................................................................................... Original
A3 Certification Responsibiiities [or A'vfO cei-tifing S t ~ f....................................
f &iginal
A4 Ground Proximity Warning Systems Certification by Licenced
Aircraft Maintenance Engineers ...................................................................... Original
A5 Certificate of Release to Service (CRS) & Certificate of Fitness for
Flight Certificates of Maintenance and Compliance issued ..................................Original
A6 Use of Nitrogen & Oxygen Bottles........................................................................Original
A7 Modification & Repairs ......................................................................................Original
A8 Parts of Un-qualified Origin & Bogus Parts ..........................................................Original
A9 Acceptance Standards for Imported 'Used Aircraft' .................................... .;.. .Original
A1 0 Carbon Monoxide ................................................................................................. Original
A1 I The Electrostatic Charging Hazard During Aircraft Fuelling................................ Original
A1 2 Experience from Incidents & Reporting of Failures .............................................. Original
A1 3 In-Flight Fires ....................................................................................................... Original
A 14 Flame Resistant Furnishing Materials ................................................................... Original
A1 5 Safety Belts Types ME 2402 & ME 2402T ....................................................... Original
A 16 Microbiology contamination of Fuel Tanks of Turbine Engine Aircraft ..............Original
Al? Qualification Guidelines; Spkcialised Maint. Activities - NDT & Welding ........Original
AIRCRAFT NOTICE
No: A1
efficiently managing air safety ISSUE: Original
DATE: 01 June 2009
STANDARDISED DEFINITIONS FOR AIRWORTHINESS PURPOSES
I. Introduction
This Authority has established that there is un-standardised use of various technical terms listed
herein. Operators and Maintenance Organizations have been making requests to this Authority
using this terminology indiscriminately and interchangeably. Whereas the terminology had
hitherto served the required purpose of application, this Notice intends to identify and define the
appropriate terminology that shall be used for Airworthiness purposes.
2. Standardized Definitions
In the event of any of the following defmitions conflicting with those provided in the regulations,
the regulatory definitions shall take precedence. For Airworthinesspurposes, the following terms
shall be used in the context defined herein;
(a) Authorization - Shall be as stated in Personnel Licensing Regulations 6 h d 8. This
shall be granted to person(s) to perform specialized task(s) or make Certification(s)
oi.itside the scope cf Licesce pfil~i!egescr Appmvals issued by an organization's
internal quality system.
(b) Dispensation - shall mean a waiver, temporary refiain from normal application
provided safety is not compromised. A fixed period of validity will be stated
whenever a dispensation is granted.
(c) Concession - shall mean the act of conceding, accepting, granting a request
provided safety is not compromised. Supporting technical material must always be
referenced to, whenever a concession is made.
(d) Extension - shall mean addition to a pre-determined limit, inclusion of extra
coverage, continuation with what is in place provided safety is not compromised.
Where applicable, an extension shall have a fixed period.
(e) Variation - shall mean deviation, divergence from requirements of approved
material without compromise to safety. For example: Deviation(s) from the
requirements of approved Maintenance Programrne(s).
(f) Validation - shall meiin to legalize and recognize. Validation allows coptinued use
of a documen; issued by another authority outside KCAA. Note that issuing a KCAA
document on the basis of a foreign document is not validation. Validation recognizes
continued use of an external document legally.
(g) Escalation - shall mean increase to a previously approved limit. Short Term, Long
Term or on a permanent basis. e.g. Short Term escalations on maintenance intervals.
Aircraft Notice A1 Page I of2

Long Term escalations may apply to engine TBO intervals, for a specific operator
based on manufacturer's recommendations and Reliability Report Assessments.
3. Application
With immediate effect, Operators and Maintenance Organizations are required to submit their
requests using the appropriate terminology as defined in this Notice.
4. This Notice cancels and supersedes any previous issues.
Aircraft Norice A 1 Page 2 of 2

AIRCRAFT NOTICE
No: A2
DATE: 01 June 2009
TYPE RATING AND CATEGORIES OF AIRCRAFT MAINTENANCE

ENGINEERS' LICENCES
INTRODUCTION
1 The experience requirements for grant, extension and renewal of Aircraft Maintenance
Engineers' Licences are as prescribed in Regulations 1 12, 113 and 1 14 of The Civil
Aviation (Personnel Licencing) Regulations, 2007.
2. Copies of the Regulations may be bought from the Government Printers.
3 The Authority may issue the following categories without type ratings for aircraft
maintenance engineer licences -
i) Category A - Aeroplane;
ii) Category C - Piston engines;
iii) Category C - Gas Turbine engines;
iv) Category 'A' and 'C' - Piston Engined Rotorcraft;
v) Category 'A' and 'C' - Turbine Engined Rotorcraft;
vi) Category 'A' and 'C' - Piston Engined Airship;
vii) Category 'A' and 'C' - Turbine Engined Airship;
viii) Category X - Electrical;
ix) category X - Instnunents;
x) Category X - Automatic Pilots -Aeroplanes;
xi) Category X - Automatic Pilots - rotorcraft;
xii) -
Category X Compass Compensation and Adjustments;
xiii) Category R -Radio.
xiv)
4. AEROPLANES TYPE ENDORSMENTS
The Authority may issue the following type ratings for an aircraft maintenance engineer
licence in the following categories but excluding Aeroplanes of 13,610 kg (30,000 Ib)
maximum take off mass or greater for which approvals are issued through the
organization's internal Quality System.
Aircraft Notice A2
Category 'A' Aeroplanes;
Composite material Aeroplanes not exceeding 5700 kg maximum take off mass ;
Wooden and combined wood and metal Aeroplanes: an Aeroplane where the
primary structures is manufactured fiom wood or combinations of wood and
metal;
iii) Unpressurised Aeroplanes not exceeding 2730 kg maximum take off mass;
iv) Pressurized Aeroplanes not exceeding 2730 kg maximum take off mass;
v) Unpressurised Aeroplanes not exceeding 5700 kg maximum take off mass ;
vi) Pressurized Aeroplanes not exceeding 5700 kg maximum take off mass ;
vii) Unpressurised Aeroplanes exceeding 5700 kg maximum take off mass;
viii) Pressurized Aeroplanes exceeding 5700 kg maximum take off mass;
(b) Category 'C' Engines-

ix) Diesel engines in Aeroplanes;
x) Piston engines in Aeroplanes excluding diesel engines;
xi) Gas-turbine engines in Aeroplanes not exceeding 22.25 Kilo Newton (5,0001bf)
static thrust including where so endorsed the associated auxiliary power unit
installations;
xii) Gas-turbine engines in Aeroplanes exceeding 22.25 KN (5,0001bf) static thrust
including where so endorsed the associated auxiliary power unit installations;
xiii) Propeller turbine engines in Aeroplanes including where so endorsed the
associated auxiliary power unit installations;
(c) Category 'A' and 'C' Rotorcraft-

i) Piston-engined rotorcraft;
ii) Turbine-engined rotorcraft not exceeding 2,730 kg maximum take off mass;
iii) Turbine-engined rotorcraft above 2,730 kg maximum take off mass but below
5,700 kg maximtun take off mass.
(dl Category "A" and "C" Airship-

i Piston-engined airship;
ii) Turbine-engined airship.
Category "X" - Electrical-

Aircraft in which the main generation system output is direct current ,including
alternators having self contained rectifier system, and in which secondary
alternators having an individual power rating not exceeding 1.5 KVA may be
fitted;
ii) Aircraft in which the main generation system output is direct current and which
have installed "frequency wild" alternators with an individual power rating
exceeding 1.5 KVA for auxiliary services;
Aircrah Notice A2 Page 2 of 3 -

I
I
iii) Aircraft in which the main generation system output is "frequency wild"
alternating current and direct current power is supplied from transformer rectifier
units; and
iv) Aircraft in which the main generation system output is constant speed drive units,
or variable speed constant frequency generatorlconverter systems, and direct
current power is supplied from transformer rectifier units;
(f) Category X - Instruments

i) General aircraft instrument systems but excluding instruments installed on any
aircraft which has installed a flight director system;
ii) Flight director systems with air driven gyroscopes (attitudes);
iii) Flight director systems with electrical driven gyroscopes (attitudes);
(g) Category X -Automatic Pilots (Aeroplanes)-

i) Non-radio-coupled automatic pilots;
ii) Radio-coupled automatic pilots;
(h) Category X -Automatic Pilots (Rotorcraft)-

i) Non radio-coupled automatic pilots;
ii) Radio-coupled automatic pilots;
(i) Category X - Compass: Compass Compensation and Adjustment;

i) Direct Reading
ii) Remote Reading
(j) Category R - Radio;

iii) Airborne communication and airborne navigation systems;
iv) Airborne radar systems.
The extent to which the privileges of a type rated licence may be exercised is shown in the
current issue of Notice No. A3. Where a new aircraft type is introduced onto the Kenyan
Register, for which there is no certifying coverage, the Airworthiness Division of this
Authority must be approached for guidance.
This Notice cancels and supersedes previous issues.
FOR: DIRECTOR GENERAL
Aircraft Notice A2 Page 3 of 3

AIRCRAFT NOTICE
No: A3
I ISSUE: Original
DATE: 01 June 2009 I
CERTIFICATION RESPONSIBILITIES FOR 'AM0 CERTIFYING STAFF'
1. GENERAL
This Notice should be read in conjunction with AM0 and Airworthiness Regulations. The
Certificates relating to certification of maintenance work performed are referred to in 'The
Civil Aviation AM0 and Airworthiness Regulations' as the Certificate of Release to Service
(CRS) and Certificate of Fitness for Flight.
The information to be contained in the Certificate of Release to Service is

specified in The Civil Aviation (AMO) Regulation 3 1. Templates of the CRS are
in Notice AS.
The information to be contained in the Certificateof Fitness for Flight is specified

in Notice A5.
Definitions provided in the regulations take precedence. In connection with

certification of work performed on an aircraft or its component1pa1-t:-
1 Certifyinz staff -means personnel authorised by the Approved

Maintenance Organisation in accordance with a procedure approved by
the Authority to certify aircraft or aircraft components for release to
service;
'I-
-
1.3.2 Certificate of Release to Service means a document containing a
certification that inspection and maintenance work has been performed
satisfactorily in accordance with the methods approved by the Authority;
-
1.3.3 Duplicate Inspections When the work performed interfered with an
airframe or engine control system, duplicate inspections must be carried
out and a Certificate of Release to Service issued. The first inspection
must be done by a holder of the appropriate enginelairfkne type
licencelapproval. The second inspection may be done by a holder of an
enginelairframe type licencelapproval on an aircraft type in the same
category.
1.3.4 Note; For aircraft below 5 700kg All Up Mass, if duplicate inspections
have to be performed away from the base maintenance station, the pilot of
that particular aircraft who has done the required technical training on the
aircraft type, may perform the second duplicate inspection and use hisher
pilot licence number for certification. (Enablingrefirence; Airworthiness
Regulation 25)
Aircraft Notice A3 Page 1 of 1 1

1.3.5 Overhaul - An overhaul is a major work operation which involves
dismantling, bench testing and renewal of operational life. Servicing of
items such as piston engine spark plugs is not considered to constitute
overhaul; neither is "Top Overhaul;" of a piston engine. The complete
work concerned with renewal of a Certificate of Airworthiness does not
necessarily constitute an overhaul and each work operation must be
considered individually. Whenever doubt exists reference should be made
to the Airworthiness Division, Kenya Civil Aviation Authority. (See
AMO/Airworthiness regulations for definition of Overhaul)
1.3.6 Modification - A modification is any work performed on an aircraft, its

components or parts which is identified by an approved modification
reference or modification number (See AMO/Airworthiness regulations
for definition)
1.3.7 Replacement - A replacement is a work operation which involves the

removal of a componentlpart and substitution with another approved
similar part or approved alternative.
1.3.8 Repair - A repair is any work relating to rectification or restoration of a

partlcomponent or aircraft structure. The process of repair may also
involve replacement of sub-parts.
1.3.9 Inspection -
The act of physically checking aircraft structures,
components, parts, systems or maintenance processes for the purposes of
verifying the serviceability, acceptability or airworthiness state as
applicable on those areaslsystems being checked. Inspections constitute
part of maintenance processes and the appropriate Certificate of Release to
Service nlusi be issiied.
1.4 Certifying personnel must ensure that all work performed under their supervision
is certified for prior to final issuance of Certificate of Release to Service.
1.5 For the purposes of this Notice and in relation to maintenance activities, the
following terms shall be interpreted as follows:-
1.5.1 Condition -The physical and airworthiness state of an
aircraWcomponentlpart~system.
1.5.2 Assembly - Aircraft parts/components put together to form one unit or
fitted in accordance with approved publications and secured in the manner
prescribed by the manufacturer or other approved data.
1.5.3 Security - The firm attachment of a part/component/system as
required by approved publications.
1.5.4 Functioning - The correct operation of a part/component/system in a
manner that relates to the design and intent.
f
1.6 Whenever work is carried out on an aircraWcomponent, it is the duty of all

persons to whom this Notice applies to consider the effects such work may have,
directly or indirectly, on structures/systems that fall under the responsibility of
other certifying personnel. In all cases where an overlap of responsibility occurs,

the person primarily responsible for the final issuance of a Certificate of Release
to Service must ensure all certifying personnel involved are satisfied and have
indicated by signing and stamping as required.
AIRCRAFT MAINTENANCE ENGINEERS TYPE RATED IN CATEGORY 'A' -

AEROPLANES
NOTE: This paragraph must be read in conjunction with Section 1 of this Notice and particular
attention must be paid to paragraph 1.6 with regard to overlap of responsibility.
2.1 In connection with inspections, modifications, repairs and replacements, a holder

of a type rated license/approval in Category 'A' shall be responsible for the final
release to service of the whole aircraft. The person releasing the aircraft to service
shall ensure that all inspections, installations, functional checks and associated
paperwork have been completed prior to releasing an aircraft to service. This
responsibility shall include:-
(i) Condition
(ii) Assembly
(iii) Security
Functioning
of all parts, components and systems of the Aircraft within the context of the
Aircraft Maintenance Programme and associated maintenance publications. Not
withstanding the maintenance responsibility of the aircraft owner, the approved
maintenance Organization (AMO) shall take overall responsibility for
maintenance work performed within that AMO.
L.L
rn r) Ceaifj-iii8 persGiliiel sha:: be acceL3ts3:e far - --fie --ev'+:--
I ~ G Q1 uba t h ~they
I I ~ ~ L I L ~ ~ ~ Qub
"'-4 1 t Si@
for as having been appropriately performed. This shall include signing on the
Certificate of Release to Service and associated maintenance records.
2.3 Maintenance activities involving major repairs, modifications, replacementsand

critical inspections on aircraft structures shall require assessment by the Quality
Assurance Department prior to issuance of a Certificate of Release to Service.
The nominated person from Quality Assurance Department shall also stamp and
sign on record entries to indicate all processes and work accomplishment has
been done in accordance with approved publications and the quality of work done
is satisfactory. In addition to the above, these inspections shall include any of the
fol1owi'ng:-
2.3.1 Bolted joints requiring special techniques
2.3.2 Riveted joints in structures
2.3 -3 Glued joints in structures

1
2.3.4 Bonded joints in structures
2.3.5 Welded and brazed joints

2.3.6 Fabric covering of a complete fuselage or aerofoil
2.3.7 The disturbing of individual parts of units which are supplied as bench
tested units, except for adjustments to ensure correct functioning.
3. AIRCRAFT MAINTENANCE ENGINEER'S TYPE RATED LICENCE IN

CATEGORY 'C' - ENGINES
NOTES: (1) This paragraph must be read in conjunction with Section 1 of this Notice
and particular attention must be paid to paragraph 1.6 which is concemed
with overlap of responsibility.
(2) For the purpose of certification and licensing, auxiliary power-units are
considered to be engines.
(3) Engineers requiring the issue or extension of a Type Rated Licence in

Category 'C' for an engine on an airframe which has an auxiliary power-
unit installed will be required to meet all the relevant requirements with
regard to the auxiliary power-unit at the time of qualifying for the engine
type-
In connection with inspections, modifications, repairs and replacements, a holder
of a Type Rated Licence in Category 'C' is responsible for:-
(v) Condition
(vi) Assembly
(vii) Functioning
of the engine installation and all associated devices which are concemed with the
operation of the engine as a propulsive unit other than those shown in this Notice
to be the responsibility of holders of a Type Rated Licence in other Categories.
A holder of a Type Rated Licence in Category 'C' is responsible, in conjunction

with other Licenced engineers, for devices related to the engine which are not
concemed with the operation of the engine as a propulsive unit.
A holder of a Type Rated Licence in Category 'C' may issue Certificates of

Release to Service relating to inspection, modification repair, and replacement of
components and parts for which helshe is responsible, provided that the work has
not involved any of the following:-
3.3.1 Dismantling of a piston engine other that to obtain access to the pistons.
3.3.2 Dismantling of main casings and rotating assemblies of a turbine engine.
3.3.3 The removal or dismantling of reduction gears except when reduction

gears are removed for the purpose of carrying out inspections after
suspected shock loadings.
3.3.4 Propeller Balancing
Aircraft Nctice A3 Page 4 of 11

3.3.5 Welded or brazed joints
3.3.6 The disturbing of individual parts of units which are supplied as bench
tested units, except for adjustments to ensure correct hctioning.
3.4 A holder of a Type Rated Licence in Category 'C', is authorized to issue

Certificates of Release to Service in relation to all type of piston engines installed
in Aeroplanes the maximum total weight authorized of which does not exceed
2730 kg, in respect of which a Certificate of Airworthiness in special Category is
in force, and which require certification in accordance with the Civil Aviation
(Air Navigation) Regulations.
3.5 A holder of a Type Rated Licence is authorized to issue Certificates of Release to

Service on the specific Engine type installed in Aeroplanes the maximum total
weight authorized of which does not exceed 13,610 Kg (30,000 Ibs) in
accordance with The Civil Aviation (Personnel Licencing) Regulations.
3.6 A holder of a Type Rated Licence in Category 'C'is entitled to assume certain
privileges of a Type Rated Licence in Category 'X' in respect of the issue of
Certificate of Release to Service, on those engines, auxiliary power-units, or other
propulsive devices for which he holds a type rating.
3.6.1 In respect of instrument systems associated with the engine(s), if the

. engine is installed in an Aeroplane in which an Engineer holds a Category
"C" Type Rating, Certificates of Release to Service may be issued relating
to replacements only, provided that functioning checks to prove
serviceability do not require the use of test equipment.
3.6.2 In respect of electrical systems associated with the engine(s), Certificates

of Release to Service may be issued relating to replacements oniy,
provided that functioning checks to prove serviceability do not require the
use of test equipment.

AIRCRAFT MAINTENANCE ENGINEERS - TYPE RATED N CATEGORIES
'A' AND 'C' ROTORCRAFT
NOTE: This paragraph must be read in conjunction with Sections 1 of this Notice and
particular attention must be paid to paragraph 1.6 which is concerned wizh
overlap of responsibility.
4.1 In connection with inspections, modifications, repairs and replacements, the

holder of Type Rated Licence in categories 'A' and 'C7is responsible for:-
(i) Condition
(ii) Assembly
(iii) Functioning
of all parts of the Rotorcraft other than those shown in this Notice to be the
responsibility of Holders of Type Rated Licences in other Categories.
4.2 A holder of a Type Rated Licence in Categories 'A7 and 'C' Rotorcraft is
responsible in conjunction with other holders of Type Rated Licences whtre
stated in this Notice.
4.3 A Holder of a Type Rated Licence in Categories 'A' and 'C' Rotorcraft may issue
Certificates of Release to Service relating to inspection, modification, repair and
replacement of parts of the rotorcraft for which he is responsible provided that the
work has not involved any of the following:-
4.3.1 Bolted Joints requiring special techniques.
4.3.2 Coniplete riveted joints in structure
4.3.3 Complete glued joints in structure
4.3.4 Reduced and other bonded joints in structure
4.3.5 Welded and brazed joints
4.3.6 Fabric covering of a complete fuselage or aerofoil
4.3.7 Dismantling of a piston engine other than to obtain access to the pistons.
4.3.8 Dismantling of main casings and rotating assemblies of a turbine engine
4.3.9 Dismahtling of transmission gearbox casings other than to obtain access

for internal inspection
4.3.10 Propeller balancing

1
4.3.11 The disturbing of individual units which are supplied as bench tested units
or of major components of transmission systems, except for the
replacement or adjustment of items normally replaceable or adjustable n
service where subseq~lentfunctioning may be proved without the use of
Page 6 of 11
Aircraft Notice A3
test apparatus additional to the test apparatus used for normal functioning
checks.
NOTE: The accuracy of the records of overhaul, retirement, or ultimate (scrap) lives of
parts must be ensured by proper recording all work carried out.
A holder of a Type Rated Licence in Categories 'A' and 'C' - Rotorcraft is

entitled to assume certain privileges of a Type Rated Licence in category 'X' in
respect of the issue of Certificates of Release to Service, on those rotorcraft for
which he holds a type rating
4.4.1 In respect of instrument systems in the rotorcraft, Certificates of Rzlease

to Service may be issued relating to replacements only, provided that
functioning checks to prove serviceability do not require the use of test
apparatus.
4.4.2 In respect of electrical systems in the rotorcraft, Certificates of Release to

Service may be issued relating to replacements only, provided that
functioning checks to prove serviceability do not require the use of test
apparatus.
4.4.3 For automatic-pilots/automatic-stabilizersin rotorcraft, Certificates of

Release to Service may be issued relating to replacements only, provided
that functioning checks to prove serviceability do not require the use of
test apparatus.
4.4.4 Certificates of Release to Service may not be issued for compasses unless
the Engineer has endorsement for compasses on hidher License.
AIRCRAFT MAINTENANCE ENGINEERS-TYPE RATED IN CATEGORY 'X' -

COMPASSES
NOTE: This paragraph must be read in conjunction with Section 1 of this Notice and
particular attention must be paid to paragraph 1.6 which is concerned with
5.1 In connection with inspections, modifications, repairs and replacements, a Holder

of a Type Rated Licence in category 'X' compasses is responsible for:-
Condition - of all parts of the compasses
(ii) Assembly (except as specified below) of all component parts of the
compasses.
(iii) Assembly in so far as aircraft main electrical power supply (if any) is
concerned - in conjunction with a holder of a Type Rated Licence in
Category 'X1 Electrical. Assembly in so far as connection to other
systems is concerned - in conjunction with a Holder of a Type Rated
Licence responsible for the system concerned.
(iv) Functioning of all parts of the Compasses in so far as effect c-n other
systems is concerned conjunction with a Holder of a Type Rated Licence
responsible for the system concerned.

A holder of a Type Rated Licence in Category 'X' - Compasses - may issue
Certificatesof Release to Service relating to inspection, modification, repair and
replacement of components and parts for which he is responsible, provided that
units which are supplied as bench tested units may not have their individual parts
disturbed except for the replacement or adjustment of items normally replaceable
or adjustable in service and that functioning checks to prove serviceabilitydo not
require the use of test apparatus other than that used for normal fbnctioning
checks.
AIRCRAFT MAINTENANCE ENGINEERS-TYPE RATED IN CATEGORY 'X'

- INSTRUMENTS
particular attention must be paid to paragraph 1.6 which is concerned with the
In connection with inspections, modifications repairs and replacements, a Holder

of a Type Rated Licence in Category 'X'is responsible for:-
(i) Condition - of all parts of the aircraft and engine instrument system
Assembly (except) as specified below - off all component parts of the
aircraft and engine instrument systems
Assembly in so far as aircraft main electrical supply (if any) is concerned
- in conjunction with a Holder of a Type Rated Licence in category 'X'
Electrical
(ii) Assembly in so far as connection to mechanical drives or other systems is
concerned - in conjunction with a Holder of a Type Rated Licence
responsible for the systems concerned.
Functioning (except as specified below) - of all parts of the aircraft and
engine instrument systems
(iii) Functioning in so far as effect on other systems is concerned - in
conjunction with a holder of a Type Rated Licence responsible for the
system concerned
6.2 A Holder of a Type Rated Licence in Category 'X' Instrument - may issue
replacement of components and parts for which he is responsible, provided that
or adjustable in service and that fbnctioningchecks to prove serviceability do not
require the use of test apparatus other than that used for normal fiinctioning
checks.
Notice A3
~ircrak Page 8 of 1 1
AIRCRAFT MAINTENACE ENGINEERS -TYPE RATED IN CATEGORY 'X'-
ELECTFUCAL
particular attention must be paid to paragraph 1.6 which is concerned with

or a Type Rated Licence in Category 'X' Electrical - is responsible for:-
Condition - of all parts of the electrical systems.
(ii) Assembly (except as specified below) - of all component parts of the
electrical systems.
(iii) Assembly in so far as connection to mechanical drives or other systems is
concerned- in conjunction with a Holder of a Type Rated Licence
responsible for the system concerned
Functioning (except as specified below) - of all parts of the electrical
systems.
Functioning in so far as effect on other systems in concerned - in conjunction

with a Holder of a Type Rated Licence responsible for the systems concerned
7.2 A holder of a Type Rated Licence in category 'X' - electrical may issue
replacement of component and parts for which he is responsible, provided that
or adjustable in service and that functioning checks to prove serviceability do no
require the use of test apparatus other than that used for normal functioning.
AIRCRAFT MAINTENANCE ENGINEERS - TYPE RATED N CATEGORY 'X'

- AUTOMATIC PILOTS
NOTE: (1) This paragraph must be read in conjunction with Section 1 of this Notice
and particular attention must be paid to paragraph 1.6 which is concerned
with the overlap of responsibility.
(2) For the purpose of licensing, automatic - stabilizers are deemed to be

automatic pilots
(3) Automatic-pilots include related systems such as Yaw andlor Roll

dampers, Mach Trim systems, and Automatic Throttles.

or a Type Rated Licence in Category 'X'Automatic pilots - is responsible for:-
(i) condition - of all parts of the Automatic-pilot
(ii) Assembly (except as specified below) - of all component parts of the
a~~tomatic
pilot
Aircraft Notice A3 Page 9 of 1l

Assembly in so far as aircraft main electrical power supply (if any) is
concerned - in conjunction with a Holder of a Type Rated Licence in
Category 'X' electrical
Assembly in so far as connection to a control system or other system - in
conjunction with a holder of a Type Rated Licence responsible for tke
system concerned
(iii) Functioning (except as specified below) - of all parts of the Automatic
pilot
Functioning in so far as effect on other systems is concerned - in
conjunction with a Holder of a Type Rated Licence responsible for the
systems concerned
8.2 A holder of a Type Rated Licence in category 'X' - Automatic Pilots may issue
replacement of component and parts for which he is responsible, provided that
or adjustable in service and that functioning checks to prove serviceability do not
require the use of test apparatus other than that used for normal functioning.
AIRCRAFT MAINTENANCE ENGINEERS- TYPE RATED IN CATEGORY 'R'

-RADIO
particular attention must be paid to paragraph 1.6 which is concerned with the
9.1 In connection with inspections, modifications, repairs and replacements, a holder

of a Type Rated Licence in Category 'R' radio is responsible for:-
In connection with inspections, modifications, repairs and replacements, a
Holder of a Type Rated Licence in category 'R'radio responsible for:-
(a) Condition - of all parts of the aircraft radio installation including
associated cables and accessories.
(b) Assembly (except as specified below) - of all component parts of
the aircraft radio installations.
Assembly in so far as aircraft main electrical power supply is
in Category 'X' Electrical.
Assembly in so far as input of radio signals into other systems is
responsible for the systems concerned.
' Assembly in so far as attachment to the aircraft structure is
in Category 'A'.

Functioning (except as specified below) - of all parts of the
aircraft radio installation.
Functioning in so far as effect on other systems is concerned - in
conjunction with a Holder of a Type Rated Licence responsible fa- the
system
A Holder of a Type Rated Licence in Category 'R' -Radio may issue Certificate
of Release to Service relating to inspection, modification, repair and replacement
of components and parts for which he is responsible, provided that units which
are supplied as bench tested units may not have their individual parts disturbed
except for the replacement or adjustment of items normally replaceable or
adjustable in service and that functioning checks to prove serviceability do not
require the use of test apparatus other than that used for normal functioning
checks.
A Holder of a Type Rated Licence in Category 'R' Radio endorsed to include the
inspections, overhauls, modifications, repairs and replacements of radio apparatus
s responsible for:-
(i) Condition
(ii) Assembly
(iii) Functioning
of aircraft radio apparatus undergoing periodic check, repair or overhaul in
workshops.
9.4 A Holder of a Type Rated Licence endorsed in accordance with the foregoing
may issue Certificates of Release to Service relating to inspections, overhaul,
modifications, repair and replacements of components and parts of all aircraft
radio apparatus for which he is responsible provided that the work done does not
involve the making of radio components or parts.
This Notice supersedes and cancels previous issues.
Aircraft Notice A3 Page 11 of 1 I

<e
- ~ ~ &
AIRCRAFT NOTICE
H
A No: A4
DATE: 01 June 2009
GROUND PROXIMITY WARNING SYSTEMS CERTIFICATION BY LICENCED

AIRCRAFT MAINTENANCE ENGINEERS
The carriage of Ground Proximity Warning Systems (GPWS) is mandatory on certain types
of aircraft as required by 'Instruments and Equipment' regulation 28.
2. In considering the certification authority of licensed aircraft engineers in relation to the

issue of Certificates of Release to Service, specific endorsements of Instruments Type
ratings are required for each aircraft type to be covered.
3. The certification privileges associated with the endorsement for GPWS are restricted in
accordance with (a) and (b).
(a) The certification of radio altimeters and glide slope receivers is not included.
(b) Where the barometric height rate is derived directly from an air data computer
or similar equipment, certification in respect of that equipment is not included.
However, certification in respect of equipment installed specifically to generate
a barometric height rate signal for the GPWS is covered by the endorsement.
Applicants for a GPWS endorsement shall hold a valid Basic Instrument Licence (see
MuGiilz 22 ~f Pzissrfie! Liccashg Xeg~!z?iozs).
The oral examination for the GPWS endorsement will be such as to establish that the
applicant displays a satisfactory standard in the following:-
(a) A detailed knowledge of the typical operation, inspection, maintenance and
bctioning of a Ground Proximity Warning System.
(b) A detailed knowledge of the applications and limitations of any applicable test
equipment.
6. This Notice cancels and supersedes all previous Notices.
PO@: DIRECTOR GENERAL -

AIRCRAFT NOTICE
No: A5
DATE: 01June2009
CERTIFICATZ OF RELEASE TO SERVICE (CRS) AND CERTIFICATE OF

FITNESS FOR FLIGHT
1, Regulatory references to CRS include the following;
(a) Approved Maintenance Organizations (AMO) Regulations - 18 (6), 3 1,32

(b) Airworthiness Regulations - 21,23,35,36,37,38
(c) AOC & Administration Regulations - 61,63,64
(d) Operation of Aircraft Regulations - 10 (3)(v), 98 (l)(c)
Note; Your attention is drawn to Airworthiness Regulation 2 1 (l)(d) which states that; ...'in
the event that there are open discrepancies,the Certificate of Release to Service includes
a list of the uncorrected maintenance items which are made as part of the aircraft
permanent records'.
2. Regulatory references on Certificate of Fitness for Flight include;
(a) Airworthiness Regulation 19 (4), 20
Certificates of Release to Service (CRS)
As required by Approved Maintenance Organization (AMO) Regulation 31, a Certificate of

Release to Service shall be issued whenever maintenance activities are performed on an aircraft.
The 3 (three) different templates of CRS to be used on different occasions are as guided in this
Notice;
(i) Class 1;CRS - Scheduled Aircraft Maintenance & Major Modification
(ii) Class 2; CRS - Component Release
(iii) Class 3; CRS - Un-Scheduled Aircraft Maintenance
These templates provide basic lay-out and may be customized to suit individual organizations
provided all information required in the templates and in AM0 regulation 3 1 are captured.
Aircraft Notice A5
Templates;
Class 1
Logo and Name of Maintenance Organization
KCAA - AM0 Approval Certificate No. CRS Serial No
Certificate of Release to Service (CRS)

For Scheduled Aircraft Maintenance & Major Modifications Only
AIRCRAFT TYPE REGISTRATION MARKS. SERIAL NUMBER
' OPERATORI CONTRACTOR: WORK REQUEST No:
MAINTENANCE CARRIED OUT: LOCATION:
APPROVED MAINTENANCE SCHEDULE1 DATE OF COMPLETION:

PROGRAM REF:
Category 'A' Date: Name and full Signature Internal Certification Stamp
Aeroplanes Authorisation Ref.
Category 'C' Date: Name and full Signature Internal Certification Stamp
Eng3 2s Authorisation Ref.
Category 'R' Date: Name and full Signature Internal Certification Stamp
Radio Authorisation Ref
Category X' Date: Name and full Signature Internal Certification Stamp
Compass Authorisation Ref.
Electrical Power Authorisation Ref
Instments Authorisation Ref
Automatic Pilots Authorisation Ref
"The undersigned certifies that the work specified was carried out in accordance with current
regulatiocs and in respect o f that work the aircraft i s considered ready for release to service."
This Certificate of Release t o Service expires on :

Dnte:.. ............................
or after .....................
Airfrnme hoirrs/Cycles
.Next Maintenance Check Due: ..........................................................................................
CertijiccnteIssrred by;
............................ Internal Acrtlzorization No.. ................
Name and fir11 Signature..
(Category A & C) License No.. ..............Dnte.. ............................ Stamp ..................
Page 2 of 5
Class 2
Logo and Name of Maintenance Organization CRS Serial No .............
-
KCAA AM0 Approval Certificate No.
To:
........................................
.........................................
.........................................
JobNVorkNo. I
I
Description I.
I
Certificate of Release to Service (CRS)
part NO.
For Component Release Only
1 Serial No. Quantity

I
Form Tracking Number:
Batch No. I
-7
Work Status
I I I I I I
Remarks: (Ref; AM0 Reg. 3 1 - specify dimensions/ test figures/tolerances where applicable)
Component Life Status: (where applicable)
I Time Since New: ................................. Cycles Since New: .................................

Or
Time Since Overhaul: ............................. Cycles Since Overhaul: ...........................
"The undersigned certifies that the work specitied was carried otrt in accordance with current regulations and in respect of that work
the aircraft component is considered ready for release to service. "
Certifying Personnel: .
I
IName:......................................... I Signature., ............................ - ..................... I
Page 3 of 5
-- .----_- -_-__-- - _
Class 3
Logo and Name of Maintenance Organization CRS Serial No .............
-
KCAA AM0 Approval Certificate No.
WorWJob Number: Certificate of Relei~seto Service (CRS) Date Job Raised:

For Aircraft Inspection1 Defect Rectifications/lieplacelnentslh.linorModifications Only
........................... ......................
-
Aircraft Type: Registration Marks: Serial Number:
................................. .................................. ...................................

Details of Worlc Required: .
Description Part No. Serial No. Quantity Batch No.

Details of
Replacement
Parts
Details of work carricd out ancl Remarla: (Rec A M 0 Reg. 3 1 - spec@ dimensions/ test figuresltolerances where applicable)
Component Life Status: (where applicable)
Time Since New: ................................. Cycles Since New: .................................

Or
Time Since Overhaul: ............................ Cycles Since Overhaul: ...........................
"The undersigned certifies that the work specified was carried out in accordance with current regulations and in respect of that
work the aircraft component is considered ready for release to service. "
Certifying Personnel:
Name: ................................. Full Signature............................. Category and Stamp.. ....................Date.. ....................
---
5. Certificate of Fitness for Flight; Wording;
The wording of the certificate shall be as follows;
'We hereby certify that the aircraft defined herein together with its engines, has been
properly inspected and in the opinion of the undersigned, is safe for flight in every way
this day, provided it is properly loaded'.
CAT 'A'
Signed....................................... Date.. ...........................................................
Inspection Approval or Licence No ............................................................

CAT 'C'
Signed........................................ Date.. ...........................................................
Inspection Approval or License No. ...........................................................................-...
6. Note; A Certificate of Fitness for Flight may be used as a basis to flight test an aircraft
provided a Special Flight Permit is subsequently issued by the Authority for that
purpose. Airworthiness regulation 8 shall be complied with in respect to applicati~n
and limitation of Certificate of Fitness for Flight.
7. This Notice cancels and supersedes previous issues.
F O R / D I ~ C T O RGENERAL

KENYA CIVIL AVIATION AUTHORlTY
AIRCRAFT NOTICE
No: A6
ISSUE: Original
efficiently managing air safety DATE: 01 June 2009
USE OF NITROGEN AND OXYGEN BOTTLES
1. Introduction
1.1 Major incidents have been reported to this Authority as a result of
incorrect use of high pressure Nitrogen and Oxygen Bottles. In the
reported incidences, personnel involved suffered severe injuries as a
result of explosions during servicing of Nitrogen and Oxygen using the
high pressure Bottles.
2. Safety Alert
2.1 This Notice is to emphasize to all Air Operators, Maintenance
Organizations and Approved Training Organisations on the need to
provide proper training to all maintenance personnel on the correct use
of these high pressure bottles. Equipment manufacturer's instructions for
correct use of bottles must be followed.
2.2 This Notice also serves as a warning to all maintenance personnel who
disregard the procedures to be followed when utilizing this equipment. It is
known industry practice that generally maintenance personnel tend to
divert from approved procedures when performing various tasks that
include servicing of Nitrogen and Oxygen on aircraft components.
2.3 Quality Assurance Departments of all maintenance organizations are
required to ensure proper training is provided and dl inst-iictioiis f ~ r
performing various maintenance activities are provided and known to all
concerned. This shall include among other requirements;
a) Use of calibrated pressure regulators at all times when charging from a
high pressure source to an aircraft component,
b) Use of protective steel cages where applicable,
c) Ensuring hands and protective clothing are free from grease and oils
when handling oxygen,
d) Ensuring there is no source of heat within the proximity when charging
oxygen.
3. Re-current Training
3.1 This subject (Use of Nitrogen & Oxygen Bottles) must be included in the
re-current training programmes of all concerned organizations.
FOR! DIRECTOR GENERAL

Aircraft Notice A6 Page 1 of I
AIRCRAFT NOTICE
No: A7
DATE: 01 June 2009
MODIFICATIONS AND REPAIRS
INTRODUCTION
1.1 This Notice is to complement Advisory Circular No. CAA-AC-AWSO14A.
DEFINITIONS NOT INCLUDED IN REGULATIONS
2.1 As defined in Part B of ICAO document 9760 Vol. II;

"minor modification" means a modification other than a major modification.
bbminorrepair* means a repair other than a major repair.
EMBODIMENT AND COMPLIANCE
3.1 The date for embodiment of mandatory modifications/inspections and the

intervals of repetitive inspections will be stated on the respective maintenance
recsrds z.d P.ircrzft M&en=ce ?rcm-mm~cD~-------.
3.2 The issue of a Certificate of Release to Service shall imply that all mandatory
modifications, inspections and repairs have been complied with.
RECORD
4.1 Compliance with mandatory modifications should be indicated on record by one

of the following statements:-
(i) NOT APPLICABLE @/A) - The reason formon-applicability should be
'stated.
(ii) FOUND EMBODIED (F.E) -This indicates that current inspectionshave
revealed compliance.
(iii) COMPLIED WITH (C.W) - This indicates compliance at this time
(iv) APPLICABLE - not due - This indicates that the directive is applicable
but not due. The date or hours at which compliance is due must be stated.
I
4.2 Where an 'Airworthiness Directive is subdivided into several parts, a clear

indication of which part has been complied with must be made.

DEFERRED COMPLIANCE
Where compliance with mandatory requirements cannot be met due to non-availabilityof

parts, the Authority (KCAA) should be notified in writing by the OwnerIOperator with a
supporting letter fiom the aircraft manufacturer or the main agent for the equipment type
attached. A decision to defer compliance to some agreed date shall be considered after
consultations with the respective manufacturer(s).
CANCELLATION
This Notice cancels and supercedes all previous issues.

AIRCRAFT NOTICE
No: A8
DATE: 01 June 2009
AIRCRAFT PARTS OF UNQUALIFIED ORIGIN AND BOGUS PARTS
Introduction
Reference should be made to Advisory Circular CAA-AC-AWS013.
A. Unqualified Origin
1. On various occasions operators have been offered aircraft or aircraft components at highly
competitive rates by vendors of doubtful origin.
2. Components offered range from aircraft engines to aircraft wings, struts, instruments and
radio equipment, and in some cases it has not been possible to establish whether these items
originated as salvaged items from crashed or damaged aircraft.
3. Such components are only acceptable for installation when:-

(a) They have been checked for compliance with manufacturer's applicable
specifications,
(b) Where applicable. overhauled in accordance with the manufacturer's Overhaul
Manual and,
(c) They are certified as such by an approved maintenance organization that will ensure a
Certificate of Release to Service has been issued.
4. All concerned are reminded of their responsibilities when installing or fitting any such
items to aircraft and attention is drawn to Approved Maintenance Organization regulations
31 and 32 as amended.
5. Where any doubt as to the acceptability of any component exists, the aircraftlcomponent
manufacturer should be consulted for guidance.
B. Bogus Spare Parts

1. The problem of bogus spare parts has always been of concern to Airworthiness
Authorities worldwide. Superficially many of these parts are identical to the genuine
parts which they purport to replace.
2. Bogus parts may bg defined as:-

- Parts which are not airworthy,
- Parts whose source and identity can not be established or is not approved,
- Parts of unknown material,
- Parts fabricated by processes at variance with industry specifications.

Owners/operators are reminded that all aircraft parts to be fitted on Kenyan registered
aircraft must be sourced fiom the manufacturer or sources approved for that purpose
by the manufacturers or Authorities of the respective States.
This Notice cancels and supasedes previous issues.
Page 2 of 2
Aircraft Notice A8
AIRCRAFT NOTICE
No: A9
I efficiently managing a i r safety ISSUE: Original
DATE: 01 June 2009
ACCEPTANCE STANDARDS FOR IMPORTED 'USED AIRCRAFT'
1. During the importation of certain used aircraft into the country, some difficulty has been
experienced in establishing compliance with the requirements in respect of the
maintenance, overhaul and repair prior to acceptance and certification. The following are
examples:-
Repairs having been embodied without supporting records to establish compliance
with an approved scheme or manual acceptable to the Director General, Kenya
Civil Aviation Authority,
Modification having been embodied without adequate records to indicate the
source of approval and the organization responsible for the embodiment of the
modification,
Doubt as to the extent of compliance with regard to maintenance programme
requirements, particularly relating to the overhaul of components and accessories
and the special inspections or overhaul work which ensures the structural integrity
of the aircraft.
2. In order to ensure compliance with the regulatory requirements prior to importation and
for the benefit of importers, the KCAA acceptance inspection for all aircraft of 5700kgs
and above wiii be conducted at the approved base maintenance lracility for that aircraft.
This is to allow for easy access to maintenance records and history of the aircraft. This
arrangement also facilitates for any maintenance activities that may be required prior to
acceptance and importation of the aircraft.
3. While aircraft below 5700kgs may be inspected for local compliance within Kenya,
importers are advised to ensure the aircraft type complies with our local regulatory
requirements and is Type Certificated to standards accepted in Kenya. It is advisable that
importers provide details of such aircraft to the KCAA Airworthiness Division for
assessment and guidance prior to importation. It must however be noted that having the
aircraft inspected within Kenya does not in any way guarantee acceptance onto the Kenya
Civil Aircraft Register.
4. Prospective purchasers of used aircraft from sources outside Kenya are required to
peruse Advisory Circul.ars CAA-AC-AWS001A and CAA-AC-AWS002A
respectively on acceptance, registration and issuance of Certificate of Airworthiness.
,-Notice cancels and supersedes previous issues.
This
FOR'! DIRECTOR GENERAL

AIRCRAFT NOTICE
No: A10
DATE: 0 1 June 2009
CARBON MONOXIDE
-
Part A Contamination in Aircraft
1. .411 concerned are warned of the possibility of dangerous carbon monoxide

concentrations in aircraft. All aircraft types may be affected, but this Notice relates
mainly to light aircraft.
IVOTE: Carbon monoxide (CO) is;
a poisonous gas
a product of incomplete combustion
found in varying degrees in all smoke and fumes from burning carbonaceous
substances
colourless, odourless and tasteless.
2. The two main sources of contamination are;
2.1 Modifications, such as those involving the introduction of additional openings in the
hselage or the removal of windows or doors, e.g. for camera installations or
parachutists. In future, before approval can be given for such modifications, aircraft
must be tested to ensure that the cockpitlcabin is free from unacceptable
concentrations. Aircraft modified in accordance with an approved scheme must aiso
be subjected to a similar test.
2.2 Defective heating systems of the type which utilize an exhaust heat exchangers;
physical inspections should be carried out as part of routine inspections and whenever
carbon monoxide contamination is suspected.
3. Other possible sources of contamination are;

3.1 Apertures in fire walls of single engine aircraft, ineffective seals at hselage strut
attachments, defective exhaust manifold slop joints, exhaust system cracks or holes,
discharge .at engine breathers, defective gaskets in exhaust system joints and faulty
silencers; aircraft should be carefully examined for defects of this nature during
routine inspections, which should occur at sufficiently regular intervals.
3.2 Exhaust from other aircraft during ground holding and taxiing; the obvious
precaution in this case is that ground holding and taxiing should be carried out clear
of the exhaust area of preceding aircraft.
I
4. Where the presence of carbon monoxide is suspected and a test for concentration is
considered desirable, the KCAA should be notified.
Aircraft Notice A 10 Page 1 of 2

Part B - Maintenance of Cockpit and Cabin Combustion Heaters and Associated Exhaust
Systems
1. This Part emphasizes on the need to thoroughly inspect heating systems associated with
cockpit and cabin heating as guided by the respective aircraft manufacturers.
In performing the required maintenance activities, certifyingpersonnel must ensure that

there are no indications of defects or malfhctions within the heating systems. Systems
that require dismantling to facilitate interior inspections should be attended to as
specified by the manufacturer. Certifying personnel are reminded to ensure thorough
inspections are performed in this regard without any compromise.

AIRCRAFT NOTICE
No: All
DATE: 01 June2009
THE ELECTROSTATIC CHARGING HAZARD DURING AIRCRAFT FUELLING
1. Aviation fuels are good insulators and like all good insulators they become electrified by
friction. Just as a comb or a piece of glass develops an electrostatic charge when rubbed, so
do hydrocarbon fuels develop a similar charge within the body of the fuel when pumped
through pipes or hoses. Charging increases with increased flow rate, and is greatly
increased when fuel is passed through a filter, such as FELT or CHAMOIS LEATHER,
which are in wide use in conjunction with aircraft funnels, particularly when refueling
aircraft from drums. In this type of filter the fuel passes through many fine passages
between fibres which provide in turn, an extremely large surface for the generation of a
static (electrical) charge.
2. The filter is by far the greatest source of static charging during fuel handling
2.1 Highly charged fuel emerging from a hose nozzle into an aircraft tank may discharge
in the form of a spark, usually to some point in the tank. If the vapow, through which
the sparks passes is inflammable, an explosion of fire may result. Aviation Kerosene
does not form flammable mixtures with air, except at temperatures above
approximately 95 degrees Fahrenheit.JP-4 vaporlair mixtures are flammable over the
r~tn_gc(app-~x)-?ndegrees F tc +65 degrees F. mr! aviatio~g a s n l l ~ e l glxtures
~r
between (approx) -50 degrees F to + 10 degrees F.
2.2 Bonding of the hose nozzle to the aircraft structure does not eliminate the hazard due
to the charge in the fuel itself, which cannot be grounded out. Bonding DOES
eliminate the possibility of spark discharges between metal objects which may be at
greatly different potentials. Such a spark can occur in a region of flammable vapour,
such as near a tank filler opening; therefore bonding is most essential here.
The greatest electrostatic charging hazard during aircraft fuelling- particularly when
fuelling from drums - lies in the practice of filtering (and thus charging) the fuel at
the point of entry to the aircraft. Several aircraft have been damaged or destroyed by
explosion or fire over the years. It is believed that most explosions and fires, which
have occurred during fuelling at low temperature, may be attributed to the use of
h e l / f i l t e r and the resultant charging. Tests confirm that filtration of fuels through
fimnels equipped with felt filters results in high charging, particularly after passage
through felt. The static charge in fuel leaks away very slowly because fuel: being a
good insulator, is therefore a poor conductor and cannot conduct the electric charge.
I
3. Operators must always be guided by equipment suppliers for specific instructions but in
general, conclusions are that:-
3.1 'Felt and chamois filters are not desirable because;
a. Added electrostatic charging
Aircraft Notice A l l
b. Felt becomes water saturated and does not strain out water.
c. Chamois releases fuel insoluble material, which can cause burner clogging.
d. Flow rates through these types of filters are reduced.
3.2 A much more desirable type of filter is a fine mesh metal screen, using 200 mesh.
a. No injurious particles released into fuel tanks and engine.
b. Fine mesh will filter out most contamination.
c. Increases flow rate.
d. A fine mesh screen filter does not contribute to static charging.
4. Aviation gasoline/air mixtures are flammable roughly in the temperature range - 50

degrses F. to +10 degrees F. fuelling with JP-4,which forms a flammable fuel vapour/air
mixture over the range of -20 degrees F. and +65 degrees F. is a potential hazard,
particularly when strained through felt or chamois.
FO~:'DIRECTORGENERAL
Aircraft Notice A 1 1 Page 2 of 2

AIRCRAFT NOTICE
No: A12
DATE: 01June2009
EXPERIENCE FROM INCIDENTS & REPORTING OF FAILURES
1. INTRODUCTION
1.1 From time to time incidents occur, usually during aircraft operations, which, in the
opinion of the Authority, reflect the need for general awareness of possible hazard
resulting from component/part/systemfailures. The purpose of this Notice is to advise
all concerned, the need to report to this Authority, failures, malfunctions and defects
as required by Airworthiness Regulation 24.
EXPERIENCES
Soft metal shims
2.1 An incident involving a transport aircraft resulted from the failure of power control
bracket fitting to the elevator.
2.2 A subsequent investigation revealed that soft metal shims were embodied between
the bracket and the elevator, apparently tor assembly alignment and adjustment.
Small diameter special tapered bolts were embodied in shear and set bolts in tension,
but the effect of these was quickly lost after initial tightening due to setting or
extrusion of the soft metal shims.
2.3 In this type of assembly it is important that the initial torque loading at construction
should be maintained throughout the life of the assembly. This object was defeated by
the use of soft metal shims and thus a design feature, which has been proved by
experience to be undesirable, and if repeated would created a serious hazard.
Crowded ball races
3.1 An incident occurred as a result of a control shaft becoming completely jammed.

3.2 Crowded ball races have no cage, and the balls are placed in position by forcing them
through assembly slots in the inner and outer races. Only a small amount of
interference between the ball and the slot is possible during assembly, with the result
that excessive wear (which can be caused by rusting) or faulty manufacture can leave
the balls fiee t~re-enterthe assembly slot. The inner race then can become locked to
the outer race and, in addition, loose balls may drop out and possibly create a further
hazard.

3.3 Cases have arisen with such bearings in which the clearances become sufficiently
large for a ball to move from its proper track into the assembly slot and yet not escape
completely because of the configuration of the bearing on the shaft. In this position,
the ball completely jammed the control shaft on which it was used.
3.4 Among many ways of preventing this kind of hazard is the use of shaped washers
alongside the bearing to prevent the balls moving sideways far enough to - enter the
slot. However the aircraft manufacturer must always be consulted before modifying
any part of the aircraft and its systems. Local approval of any such modifications shall
be as required by the regulations.
4. Oxygen fire risk

4.1 Serious damage to aircraft has been caused where fires (which would probably
otherwise have been insignificant) have been fed by oxygen from the aircraft's piped
oxygen system. In some cases an oxygen leak contributed to the outbreak of fire, in
others the oxygen was liberated by the fire which as a result then become much more
severe.
4.2 Although the increased flammability and heat of combustion of materials in the
presence of oxygen is well known, it appears that due regard for this fact is not
always paid in the design of aircraft, particularly in the consideration of minor
modifications after original construction.
4.3 Precaution should be taken to ensure that an oxygen leak will not create a fire hazard
where none previously existed and that a minor overheat or an electrical fire
condition cannot damage the oxygen system, thus promoting far more consequences.
5. Flutter of flying control surfaces
5.1 Incidents of in-flight vibration on some light aircraft, believed to be flutter of

manually controlled stabilator, have emphasized the need to give close attention to
mass balance and rigidity characteristics of flying control surface.
5.2 Control surfaces on aircraft are designed to a degree of balance necessary to prevent
the occurrence of control surface flutter in flight. In some cases, balance weight is
added forward of the hinge line to achieve this. As it is important that this degree of
balance should be retained, work on control surfaces, such as repair or painting,
should be carefully controlled.
5.3 As a general nile, any repair to a control surface should be made in such a manner
that the structure remains essentially identical to the original and the surfaces must be
repaired in accordance with a scheme approved by the manufacturer.
5.4 The cumulative effects of repainting and use of paint fillers may seriously affect the
balance of a control surface, and any manufacturer's recommendations regarding this
should be followed. In the absence of such recommendations, the operator must
consult the manufacturer.
5.5 The balance of control surfaces should be checked after repair or repainting to ensure
that the manufacturer's tolerances have not been exceeded. When it is necessary to

adjust balance in order to bring the control surface balance within the tolerances, the
manufacture's procedures should be carefully followed.
5.6 Another cause of control surface flutter is slackness in hinges and linkages of the
main control surfaces or tabs and particular attention should therefore be paid to those
points during routine maintenance, to ensure that any free play remains within the
manufacturer's tolerances.
Fluids used in aircrafts

6.1 Aircraft are replenished with many fluids for their operation. In addition to the
obvious risks associated with damage to systems and failure to function if they are
filled with the incorrect fluids, there is a risk that the damage may not become
apparent until the aircraft is in flight with possible catastrophic results. Use of
incorrect fluids may result from: -
(a) Incorrectly establishing the fluid required.
(b) Incorrect identification of the fluid available.

6.2 To avoid use of incorrect fluid, the following should be observed:
(a) Filling points are required to be clearly marked to indicate the fluid to be used
and these markings should be maintained in an eligible condition.
(b) Where it is critical that the fluid to be used is to a particular specification(s),

the marking may either indicate the specifications or provide suflicient
information to pennit servicing staff to determine which specification is
applicable. Where neither is indicated, operators should ensure that the
serving staff, whether their own or an agent's follow a procedure that will
ensure that the required specification is correctly established. Where in doubt,
do not use the fluid@).
6.3 To avoid incorrect identification of the fluid available, the following should be
observed:-
(a) Containers and dispensing apparatus should be clearly marked with the
identity of the fluid.
(b) If a used container has to be re- used to contain a fluid other than that
corresponding to the original identification, then the identification should be
removed or permanently obscured and the identification of the new fluid be
clearly marked on the container.
(c) Fluids should only be obtained from sources whose integrity in respect of the
contents of a cootpber, is beyond doubt.
Inspection in relation to spillage or collection of fluid,
7.1 Fluid spillage and accumu~ationof fluids due to inadequate drainage can cause
serious corrosion in aircraft structures. Since the type and extent of corrosion or other
damage will depend on the type of fluid, it is important for the fluid to be identified
and the extent of contamhatian assed, so that corrective action may be taken.
Aircrafi Notice A12 Page 3 of 4

7.2 In some instances the fact that fluids had been present may not have been appreciated
because the affected areas had been cleaned out before being seen by an inspector.
Therefore, if fluids spillage or accumulation of fluids are reported or found these
should be made known to an inspector before the area is cleaned. Accidental fluid
spillage which is known to have occurred during flight should be recorded in the
technical log.
7.3 Cleanliness of the aircraft internal structure is also important because dirt and dust
may act as a sponge and retain fluids, thus increasing the risk of corrosion.
7.4 To prevent corrosion, it is essential to ensure the proper functioning of drains and
drain holes. Inspectors should be aware of all the drainage means in the areas f ~ r
which they are responsible and should check that these are free from obstruction.
Aircraft Notice A1 2 Page 4 of 4

AIRCRAFT NOTICE
No: A13
ISSUE: Original
DATE: 01 June 2009
IN-FLIGHT FIRES
The following defects have and will cause considerable risk of in-flight fires.
1. Sample Models affected include - Cessna T3 10,320 and 400 series.

1 .I In the past an in-flight fire was reported on a Cessna 400 series aircraft (outside
Kenya) due to the failure of exhaust system joint springs. The springs became coil
bound and lost their set.
1.2 Cessna Company issued a Service Letter to this effect, on the correct procedure
for checking these springs. Operators and maintenance organizations should take
note.
. Models affected - Continental & Lycoming Fuel Injected Engines
2.1 A number of cases were noted (outside Kenya) where the feed pipes from the fuel
manifold valve to the injector nozzles were being damaged during mainrenance
work on the engine.
2.2 Aiso some instances have occillred ie\ese pipes haye cracked =d frlrtlltec!
in flight.
3. It is recommended that during routine inspections, pressure tests of the engine fuel
system be done in order to detect any leaks on pipes and unions in the system. Thorough
inspections for general condition should be carried out simultaneously. The particular
areas to inspect on these fuel lines are the brazed pipe and fittings and the union threads.
F O R DIRECTOR GENERAL

AIRCRAFT NOTICE
No: A14
I DATE: 01 June 2009
FLAME RESISTANT FURNISHING MATERIALS

-
1. In-flight fires are known to have caused serious damage to both aircraft interior and exterior
structures. There have been cases where aircraft cabins filled with smoke creating high
safety hazards for both crew and passengers. In some previous incidentslaccidents
furnishing material has attributed to large flames and/or thick smoke.
2. In many cases samples of interior lining materials have been tested and proved not to be
flame resistant. It is necessary therefore to emphasize the importance of using flame
resistant materials.
3. Furnishing materials used in aircraft during repair, re-fabrication or modification must be

sufficiently flame resistant to preclude the spread of interior fires.
4. If flame resistant properties can be destroyed by dry cleaning or laundering processes, the
materials should be re-fireproofed after cleaning. As suitable materials are becoming
izcresing!y a!zii!ab!e, it is recommended that inherent flame resistant materials be used in
preference to materials not permanently so treated. . .
5. Aircraft manufactures should be contacted for advice when the need arises.

AIRCRAFT NOTICE
No: A15
DATE: 01 June 2009
SAFETY BELTS TYPES ME 2402 AND ME 24023 (FORMERLY MILLS

EQUIPMENT)
1. Cases have been reported where passengers were unable to fiee themselves from
Safety Belts of the ME 2402 and ME 2402T types. Subsequent examination revealed
that this was due to the PVC tip on the end of the left-hand strap having partially
peeled away across the webbing with the result that it folded and jammed in the quick
release mechanism during release.
2. Operators using this type of equipment should consult the respective aircraft
manufacturers for verification on the suitability and continued use of this type of belts.
This Notice cancels and supersedes all previous issues.

AIRCRAFT NOTICE
No: A16
I DATE: 01 June 2009 I
MICROBIOLOGY CONTAMINATION OF FUEL TANKS OF TURBINE ENGINE

AIRCRAFT
Introduction
Reports have been received that aircraft regularly operating in climatic zones
between the latitudes 3 0 ~ ~ 0 1 tand
h 30' south have been contaminated in the fuel
tanks by fungus. Other aircraft regularly operating from the United Kingdom were
found to have localized areas of heavy growth in the fuel tanks and it is considered
that the storage conditions were a contributory factor.
In the above case contamination was found during an investigation into the cause
of erratic fuel contents indication. White crusty deposits and brown stains were
seen on the probes. Further examination revealed the presence of brownlblack
slimes adhering to horizontal upward facing surfaces within the tanks.
Examination by the Commonwealth Mycological Institute, Kew, confirmed that
this substance was a fimgal growth of the type Cladesporium Resin.
2. Effects of Contamination
The problems associated with microbiological growths have been known for some
years and research into their behaviour has been conducted through out the worid.
In the case of Cladesporium Resine, the spores of the fungus can exist in a
dormant state in Kerosene fuels in most parts of the world. These will only
develop when in contact with water in fuel at temperatures such as those reached
when the aircraft or storage tanks are exposed to a warm ambient temperature
such as radiation from the sun for long periods in a tropical or sub-tropical
environment, or prolonged periods in a heated hangar. If developing fungus forms,
the fbngus is able to absorb water later introduced with fuel or condensing
following a cold soak.
Where.fungus has formed there is a probability'that corrosion will occur.
Corrosion has been found where fungus had formed on the bottom tank skin, on
the chordal support member in the wing root and on fuel pipes within the tank. In
some cases aircraft have been sufficiently affected to necessitate replacement of
some component parts.
The fungus itself, if dislodged by file1 during refueling can obstruct fuel filters.
3. Inspection
Operators uplifting fuel or operating regularly in areas having normal ambient
temperatures and high humidity or where fungus development is known to have
been encountered are advised to scrutinize tank areas for signs of fimgus
whenever access is gained for any purpose. Operating under these conditions,
maintenance schedules should be amended to include a visual internal tank check
at periods prescribed by the aircraft manufacturer. It is also important, whenever
fuel tanks are inspected, to ensure that all passage ways between rib cleats etc, are
not obstructed, so that a drainage path for water is maintained at all times. If the
aircraft has been parked in high temperatures for prolonged periods the fuel tanks
should be inspected and treated as recommended by the manufacturer.
3.2 If content gauges give suspect indications, immediate consideration should be
given to the possibility that tank probes may be contaminated with water and/or
fungus and appropriate inspections should be carried out.
Whenever fuel filters are checked they should be closely examined for tie
presence of slimes of any irregularities.
The need to prevent water collection by good maintenance practices and control of
fuel supplies is emphasized. A high degree of protection can be maintained by
strict adherence to water drain checks before and after refueling and, if the aircraft
has been standing for any length of time, again before the next flight. Fuel quality
control checks should be rigorously applied.
Operators are advised to seek the aircraft manufacture's guidance whenever signs of
microbiology contamination are detected.
Aircraft Notice A16

AIRCRAFT NOTICE
No: - - A17
-
DATE: 01 June 2009
QUALIFICATION GUIDELINES FOR SPECIALIZED MAINTENANCE

ACTIVITIES; NON DESTRUCTIVE TESTING & WELDING
1. Introduction
This Notice provides 'Qualification Guidelines' for personnel intending or
engaged in Specialized Maintanace Activities. Such activities referred to in this
Notice are Non Destructive Testing methods and Aircraft Welding. The Notice
provides guidelines only, specific qualification requirements shall be as
determined by respective test equipment and welding equipment manufacturers
unless where other overriding instructions are given in this regard.
1.2 Note; Part 3 of the First Schedule to AM0 regulations requires the Organization's
Quality System Procedures to include Qualification procedure for specialized
activities such as Non-Destructive Testing, Welding, etc. The procedures shall
include minimum requirements for professional qualification and for certifjing
personnel involved in such maintenance activities. Minimum requirements shall
include;
a) initial training,
b) skills & experience,
c) examinations,
d) medical examinations as applicable,
e) recurrent training
1.3 Under the provisions of Personnel Licencing Regulation 6, the Authority may
issue applicable classes of 'Aviation Repair Specialist Authorizations' to
personnel qualified to perform specific methods of NDT and welding.
Non Destructive Testing (NDT)

Common Methods
2.1.1 NDT methods commonly used include but are not limited to the following;
a) Liquid Penetrant
b) Magnetic Particle
c) Eddy Current
d) Ultra Sonic
e) Radiography (X-Ray)
2.1.2 The temls 'Non Destructive Testing and Non Destructive Inspection' a e
sometimes used interchangeably but it is important to note that there is a slight
difference between the two. The 'Testing' methods include those listed above and
the 'Inspection' methods include processes like borescope inspection and coin
tapping for delamination inspection.
Aircraft Notice A 17 Page I of 4
Levels of Qualification
2.2.1 According to basic international practices, the following levels of
qualification are used in the training and capacity building of NDT personnel;
a) Trainee,
b) Level 1
c) Level 2
d) Level 3
e) Instructor (optional)
2.2.2 Trainee - is an individual who is at the early stages of skills acquisition in
the trade. The individual shall be taken through a Training Programme developed
by the Organisation and approved by the Authority. In addition to theoretical
class-room work, the individual shall obtain work experience under the guidance
of Level 2 or 3 personnel in the same method studied in the theoretical part. Any
guidance fiom level 1 personnel should be very limited and should be supervised
by level 2 or 3 personnel.
2.2.3 Level 1 - shall have the skills and knowledge to prepare, process and
perform limited tasks in accordance with written and approved instructions under
the supervision of level 2 or 3 personnel. This level shall not have certification
authority and should be taken through phases of the approved Training
Programme.
2.2.4 Level 2 - shall have the skills and knowledge to set up test equipment,
conduct tests, interpret and evaluate results for acceptance or rejection of parts
undergoing test. The individual shall be capable of providing necessary guidance
and supervision to Level 1 and Trainee personnel. This level may perform tasks
without direct supervision of Level 3 personnel. Unless other considerations are
m2dc ec!a p p v e d by the Authority in writing. Level 2 _personnelmay be granted
limited certification authority on dye penetrant testing only.
2.2.5 Level 3 - shall be qualified to perform applicable processes to a high
degree of accuracy. Level 3 personnel shall have certifjling authority limited to
methods qualified on. The individual should be capable of;
a) guiding and supervising all levels below level 3,
b) providing direct training,
c) practrical examination'
d) assisting in assessment of personnel for qualification purposes
e) be capable of assisting in an audit of subcontiacted organizations in the
NDT methods of qualification.
2.2.6 Instructor - shall have the skills and knowledge to perform the following;
a) plan and organize training,
b) present classroom training,
c) conduct practical exercises,
d) perform On Job Training,
e) cond'uct theoretical and practical examinations,
f) participate in the qualifying process for certieing personnel
g) develop work instnlctions,
h) be capable of conducting an audit of subcontracted organizations in the
NDT methods qualified on.
Other Methods on NDT
Page 2 of 4
I
,
'T-
2.3.1 Other methods of NDT that can be used include but not limited to;
a) Acoustic Emission,
b) Neutron Radiography,
c) Penetrant Leak Testing,
d) Thermography,
e) Holography and
f) Computer Tomography.
Aircraft Welding
Types of Manual Welding
These shall include but not limited to the following;

a) Gas Welding,
b) Braze Welding,
c) Manual Metal Arc Welding,
d) Gas Tungsten Arc Welding,
e) Gas Metal Arc Welding,
f) Plasma Arc Welding
Parent Metal Groups
3.2.1 Parent Metal Groups for which qualification may be sought include but are not
limited to the following;
a) Aluminium Alloys,
b) Magnesium Alloys,
c) Carbon Steel and Low Alloy Steels,
d) Corrosion and Heat Resisting Steels,
e) Nicke! P_l!nyc,
f ) Copper based Alloys,
g) Titanium Alloys.
Qualifications
3.2.1 Personnel intending to be, or engaged in aircraft welding shall receive professional
training in both theoretical and practical training in the particular type of manual
welding and parent metal group qualification sought. The training is expected to
cover but not limited to the following subjects;
a) Safety in Welding,
b) Welding Equipment,
c) Theory and Application of Welding Processes,
d) Welded Joints,
e) welding Metallurgy,
f ) Welding Practice and Production
3.2.2 Individuals intending to, or undertaking training in any type of the welding
processes shall be provided with professional training at a facility acceptable to
KCAA. Training provided shall be in accordance with a KCAA approved Training
Programme. Records of such training and associated examinations undertaken shall
be maintained and produced to the Authority's inspectors on demand.

3.4 Visual Acuity
3.4.1 Personnel engaged in NDT and Welding shall have periodic visual acuity tests
performed by appropriately qualified medical practitioners. This is to ensure their
vision and colour perception meet the required criteria for the precision and
accuracy demanded by the trades. The respective Organizations (employers) shall
maintain such medical records in confidence and will be subject to inspection by
KCAA inspectors.
4. Other Specialized Maintenance Activities;
Approved Maintenance Organizations engaged in 'Metal Plating and

Borescope Inspections' shall also be required to develop training and
qualification procedures for personnel performing such functions. All training
shall be as guided by equipment manufacturers and where applicable shall be
tailored to include specific requirements of aircraft manufacturers.
Training and Qualification
The Authority shall recognize and accept training standards and qualifications
approved or recognized by the European Aviation Safety Agency (EASA) and
the Federal Aviation Administration (FAA).
5.2 The Authority shall recognize and accept any other training and qualification the
Director General of Kenya Civil Aviation Authority may approve.
Aircraft Notice A17

Page 4 of 4
-
I
I
AIRCRAFT NOTICE INDEX
SECTION: B
ISSUE: Original
efficiently managing air safmy
DATE: 01 June 2009
B Notices
Notice No. & Subject ............................................................................................. Issue No.
B 1 Aircraft Placards ....................................................................................................Original

B2 Stall Warning Systems ..........................................................................................Original
B3 Limitation Markings on Aircraft Instruments .......................................................Original
B4 Routine Maintenance of Propeller Blades ...........................................................Original
B5 Functioning of Emergency Exit Doors/Hatches ...................................................Original
B6 Electrical Generation System Failure Warning ....................................................Original
B7 Aircraft Emergency Power Supply ..................................................................Original
B8 Deterioration of Wooden Aircraft Structures ....................................................... Original
-
KENYA CIVIL AYIATION AUTHORITY
AIRCRART NOTICE
cbf<~u No: B1
DATE: 01 June 2009
AIRCRAFT PLACARDS
1. It is a requirement that maintenance engineers, owners and operators of civil aircraft

ensure the presence, security and legibility of the mandatory placarding in the aircraft.
2. Non compliance with the requirements of this Notice will result in an aircraft failing to
qualify for;
(a) Issue, renewal or validation of Certificate of Airworthiness,
(b) Issue of Special Flight Permit,
(c) Issue of Export Certificate of Airworthiness.
3. Information regarding the mandatory placarding of aircraft operating instructions and
limitations is found in:-
(d) 'Operation of Aircraft' regulation 8,
(e) The Aircraft Flight Manual or the Owner's manual
(0 The Aircraft Type Certificate Data Sheet,
(g) Illustrated Parts Catalogue (IPC).
4. This Notice cancels and supersedes all previous issues.
1
'I-
Airc-aft Notice B 1 Page 1 of 1

AIRCRAFT NOTICE
No:
e f f i c i e n t l y m a n a g i n g air s a f e t y ISSUE: Original
DATE: 01 June 2009
STALL WARNING SYSTEMS
1. The Director General, Kenya Civil Aviation Authority requires that, where applicable
aircraft registered or intended to be registered in Kenya, be equipped with adequate warning
of impending stall. Aircraft types which enter the stalled conditions with insufficient
aerodynamic warning must have the warning supplemented by artificial means. It is
evident that the "gentle" stall characteristics are the reason for featuring warning horn or
light system.
2. The stall warning systems fitted to aircraft are a mandatory requirement for airworthiness
certification acceptance. An unserviceable system automatically invalidates the Certificate
of Airworthiness and cannot be considered as an "acceptable deferred defect."
3. Persons who deliberately render a stall warning system inoperative, or allow or cause the
operation of an aircraft with the knowledge or suspicion of this defect will be deemed to
have been grossly negligent and will be dealt with as provided for by the regulations.
A review of accidents worldwide, lists inadvertent stalling as one of the major causes.
-1me-
. Off and Landing 3hsiszs of flig!!t rt:,?~eizthe moot critical.
All pre-flight inspections must include a functional check of the stall warning system as
provided for by the aircraft manufacturer.
Prior to issuance of a Certificate of Release to Service, it must be ascertained that the stall
warning system is hctioning satisfactorily.
Issue or renewal of Certificates of Airworthiness shall not be considered if the stall warning
system is not serviceable, or if the setting of the warning is not in accordance with the
manufacturer's specifications.
This Notice cancels and supersedes any previous issues.
'I-
FOR~/DIRECTORGENERAL
Aircraft Notice B2 Page 1 of I

AIRCRAFT NOTICE
No: B3
DATE: 01 June 2009
LIMITATION MARKINGS ON AIRCRAFT INSTRUMENTS
1. Surveys have revealed that certain aircraft instruments have the coloured limitation segments
marked on the glass of the instrument, instead of on the instrument dial.
2. Due to the danger of glass rotation with subsequent misinterpretation of limitation segments,
"glass markings" are not acceptable. If any instrument has such markings on the glass from
the manufacturer's original design, the operator/owner must contact the manufacturer for
acquisition of the acceptable configuration.
3. All aircraft on and coming onto the Kenya Register must comply with the requirements of
dial marking and this shall be a pre-requisite for issuance/renewal of Certificates of
Airworthiness.
Aircraft Notice B3 Page I of 1

AIRCRAFT NOTlCE
No: B4
efficient1y managing a i r safety ISSUE: Original
DATE: 01 June 2009
ROUTINE MAINTENANCE OF PROPELLER BLADES
Instances have occurred where propeller blade tips have been lost in flight due to fatigue
cracks resulting from improper maintenance. Investigations have revealed that these
cracks arise from blade damage such as nicks, dents and gouges, which did not receive
the recommended attention.
Propeller constructors clearly define in the appropriatemanuals the type ofblade damage
which need not be reworked until the next overhaul. Any blade damage exceeding these
limitations must be reworked prior to the next flight and in accordance with the
constructor's recommendations.
The consequences of not reworking gross blade damage are such that airworthiness is
immediately impaired. The presence of nicks and dents will produce undesirable stress
concentrations which under continuous operating conditions can and will cause blade
failure. Furthermore, it must be borne in mind that from the fatigue aspect, all propeller
operational periods have been established assuming that the blades will be properly
maintained.
4. In this regard, Certificates of Airworthiness will not be issued or renewed and certifLing
personnel should not sign Certificates of Release to Service (CRS) where it is noted that
propeller blade maintenance has been inadequately performed. In addition, Kenya Civil
Aviation Authority Airworthiness Inspectors may recommend the suspension of a
Certificate of Airworthiness or a reduction in the time between overhauls (TBO), if in
their opinion, the condition of the propeller indicates inadequate maintenance.
Aircraft Notice B4 Page 1 of 1

AIRCRAFT NOTICE
< L- efficiently managing air safety
No: B5
ISSUE: Original
DATE: 01 June 2009
FUNCTIONING OF EMERGENCY EXIT DOORSWATCHES
1. Due to wide ranges of temperature variation it is possible for considerable adhesion to take
place between the edges of escape doors/hatches, the seals and the surrounding structures.
Such adhesion can cause delay if the exit is being operated in emergency situation, and it
can require considerable force to break the adhesion.
OperatorsIOwners should ensure that where applicable, Aircraft Maintenance Programmes

include regular inspections and functional checks for 'Emergency Exits' as guided by the
respective aircraft manufacturers.
This Notice establishes a mandatory requirement for 'Functional Checks on all Emergency
Exits and associated systems' at intervals stated by the manufacturers. In the absence of
such inspection requirements and intervals, the OperatorlOwner must consult the aircraft
manufacturer for guidance in establishing this routine inspection.
Aircraft Notice B5 Page 1 o f 1

AIRCRAFT NOTICE
No: B6
DATE: 01 June 2009
ELECTRICAL GENERATION SYSTEM FAILURE WARNING
INTRODUCTION:
This Notice is issued as a result of global statistics on investigations into incidents

and accidents involving total loss of generated electrical power mainly on aircraft
whose Maximum Authorized All Up Mass does not exceed 5,700 kg.
I .2 The investigations revealed inadequacies in the standard of 'failure warnings' and

indications provided. It is possible for loss of generated electrical power to remain
undetected for a significant period of time, and may result in serious depletion of
the available battery capacity and reduced duration of supply to essential services
under these conditions.
REQUIREMENT:
2.1 This Notice establishes the mandatory requirement for availability of 'Failure
Warning on Electrical Generation Systems' on all Type Certificated Aircraft. This
is to ensure that a clear and unmistakable warning of loss of generated electrical
power is given to allow crew to plan for availability of sufficient electrical energy
to operz?~ essentid services for srdoquate period of time.
2.2 A clear visual warning shall be provided within the pilots normal line of sight, to
give indication of; either
(a) Reduction of the generating systems voltage to a level where the battery
commences to support any part of the main electrical load of the aircraft,
(b) Loss of the output of each engine driven generatgr a1 the main electrical
dist$llti~n point or bus bars.
2.3 The battery capacity shall be such that in the event of a complete loss of generated
electrical power, adequate power will be available for a period of not less than 30
minutes following the failure, to support those services essential to the continued
safe flight and landing of the aircraft or as deterinined by the aircraft manufacturer.
2.4 Additionally the failure warning should incorporate an over-voltage supply warning
on the battery charging system.
2.5 Precise approved procedures to be followed in the event of electrical generation

system failures and malfunctions must be incorporated in the appropriate Aircraft
Flighttowers Manuals together with a statement on the battery endurance under
specified load conditions.
Aircraft Notice B6 Page 1 of 2

AIRCRAFT NOTICE
No: B7
DATE: 0 1 June 2009
AIRCRAFT EMERGENCY POWER SUPPLY
Introduction
I .I Studies of global aircraft incidents and accidents arising from total loss, or
interruption, of generated electrical power supplies indicate that a major factor in
the ability of crew to maintain safe flight is the continuation of presentation of
reliable aircraft attitude information among other critical instrumentation to the
pilot. Fatal accidents have been attributed to failure of power supplies resulting in
loss of horizon information for flight in "blind" conditions. Incidents have also
occurred which could have been catastrophic if the crew had been totally dependent
on horizon instrument, rather than visual information.
1.2 This Notice applies to all 'Type Certificated Aircraft7 registered in Kenya.
Reference should be made to 'Instruments and Equipment' Regulation 9, where
applicable.
1.3 On many aircraft, electrical emergency supply is provided by batteries of sufficient

capacity to maintain essential services for a flight time sufficient to reach an airfield
aiid fitdie safe kiiding. Hc~v~vve:,an z zuzber ccf eircrz? !ypes ?headequacy and
duration of the battery power supply is critically dependent on crew response time
in recognizing the emergency, and in completing particular 'checklist requirements7
to bolate non-critical systems from the battery supply.
2. Requirement
2.1 OwnersIOperators of 'Type Certificated Aircraft' registered in Kenya must ensure

that their aircraft have emergency power supply to adequately sustain
instrumentation considered critical for safe navigation and landing. The aircraft
manufacturer must be consulted for precise information where necessary.
3. Cancellation

AIRCRAFT NOTICE
No: B8
DATE: 01 June 2009
DETERIORATION OF WOODEN AIRCRAFI' STRUCTURES
Susceptibility of wooden aircraft structures to deterioration still remains of concern

particularly because in-situ inspections may not be sufficiently performed to ensure the
structures continued integrity.
In the majority of cases this deterioration occurred in those assemblies situated where
normal inspection is impossible and only came to light when the adjacent structure was
disturbed to carry out repairs or modifications, or during an extensive overhaul. During
these closer examinations, failure of glued joints in the primary structure and patches of
timber in advanced states of decay have been revealed.
Experience drawn from these extensive inspections reveals the following facts:-
a. The external appearance of wooden aircraft struct~uesmay give little or no indication
of the condition of the timber and glued joints beneath the surface.
b. Under extreme conditions, deterioration can be very rapid.
c. Lack of proper drainage can be a significant contributory factor.
d. Some older type glues lose strength with age andlor cycles of humidity and
temperature.
e. Wooden aircraft left continuously in the open, or stored for long in very dry
conditions are prone to deterioration.
4. Prior to renewal of Certificate of Airworthiness, the Director General, Kenya Civil
Aviation Authority shall require evidence to show that such aircraft have been inspected
for hidden damage as guided by the manufacturer. This shall involve opening up of the
upholstery and removal of any obstructions as applicable to such an extent as to ensure that
an adequate sample of timber and gluedjoints have been inspected, and any defects found,
rectified. Where defects have been found, the extent of sample areas to be inspected shall
be as necessary to establish confidence in the complete secture. This will apply to all
aircraft with wooden structures (furnishings not included). Excessive 'hidden damage'
detected must be reported to this Authority and to the aircraft manufacturer without delay.
5. This Notice cancels q d supersedes previous issues.

Operators/Owners are reminded to engage the aircraft manufacturers for precise
guidance on the subject matter whenever the need arises.
3 CANCELLATION:
3.1 This Notice cancels and supersedes previous issues.
L. ~ d n g o ~ o
Aircraft Na~ticeB6
Page 2 of 2

Kcaa A and B Notices Complete

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Kcaa A and B Notices Complete

Uploaded by

Copyright:

Available Formats

REPUBLIC OF KENYA

KENYA CIVIL AVIATION AUTHORITY

AIRCRAFT 'A3& 'B' NOViCE3

efficiently managing a i r safety ISSUE: Original

The Aircraft Notices are issued in two Sections, A & B.

These Notices are issued for the attention of:-

Aircraft Notices - KCAA Distribution List

AN-01 Director, Aviation Safety Standards and Regulations

AN-03 Airworthiness Office - HQ

AN-04 Airworthiness Office - HQ

AN-05 Airworthiness Office - HQ

AN-06 Airworthiness Office - HQ

AN-07 Airworthiness Office - HQ

Airworthiness Office - Wilson Airport

AIRCRAFT NOTICE INDEX

Notice No. & Subject ................................................................................Issue No.

STANDARDISED DEFINITIONS FOR AIRWORTHINESS PURPOSES

Aircraft Notice A1 Page I of2

4. This Notice cancels and supersedes any previous issues.

Aircraft Norice A 1 Page 2 of 2

TYPE RATING AND CATEGORIES OF AIRCRAFT MAINTENANCE

2. Copies of the Regulations may be bought from the Government Printers.

(b) Category 'C' Engines-

(c) Category 'A' and 'C' Rotorcraft-

(dl Category "A" and "C" Airship-

Category "X" - Electrical-

Aircrah Notice A2 Page 2 of 3 -

(f) Category X - Instruments

(g) Category X -Automatic Pilots (Aeroplanes)-

(h) Category X -Automatic Pilots (Rotorcraft)-

(i) Category X - Compass: Compass Compensation and Adjustment;

(j) Category R - Radio;

This Notice cancels and supersedes previous issues.

FOR: DIRECTOR GENERAL

Aircraft Notice A2 Page 3 of 3

The information to be contained in the Certificate of Release to Service is

The information to be contained in the Certificateof Fitness for Flight is specified

Definitions provided in the regulations take precedence. In connection with

1 Certifyinz staff -means personnel authorised by the Approved

Aircraft Notice A3 Page 1 of 1 1

1.3.6 Modification - A modification is any work performed on an aircraft, its

1.3.7 Replacement - A replacement is a work operation which involves the

1.3.8 Repair - A repair is any work relating to rectification or restoration of a

1.6 Whenever work is carried out on an aircraWcomponent, it is the duty of all

Aircraft Notice A3 Page 2 of 11

AIRCRAFT MAINTENANCE ENGINEERS TYPE RATED IN CATEGORY 'A' -

2.1 In connection with inspections, modifications, repairs and replacements, a holder

2.3 Maintenance activities involving major repairs, modifications, replacementsand

2.3.1 Bolted joints requiring special techniques

2.3.2 Riveted joints in structures

2.3 -3 Glued joints in structures

2.3.4 Bonded joints in structures

2.3.5 Welded and brazed joints

Aircraft Notice A3 Page 3 of 1 1

3. AIRCRAFT MAINTENANCE ENGINEER'S TYPE RATED LICENCE IN

(3) Engineers requiring the issue or extension of a Type Rated Licence in

A holder of a Type Rated Licence in Category 'C' is responsible, in conjunction

A holder of a Type Rated Licence in Category 'C' may issue Certificates of

3.3.2 Dismantling of main casings and rotating assemblies of a turbine engine.

3.3.3 The removal or dismantling of reduction gears except when reduction

3.3.4 Propeller Balancing

Aircraft Nctice A3 Page 4 of 11