Ats Team Moe Issue 3 Revision 1 - 12.07.2013

AVIATION TECHNICAL SERVICES TEAM
HAVACILIK TEKNİK A.Ş.
EASA.145.0433
EASA PART 145

MAINTENANCE ORGANISATION EXPOSITION
Issue: 03 Rev: 01
12 July 2013
Document No: ATS.M.01

Copy No: ATS.M.01.D01
Atatürk Airport (IST)

Yeşilköy - İstanbul
TURKEY
Tel: +90 212 465 49 48
Fax: +90 212 465 43 15
www.atsteam.aero
quality@atsteam.aero
Issue : 03
MAINTENANCE Revision : 01
ORGANISATION Date : 12.07.2013
EXPOSITION Chapter :0
PART 0 – INTRODUCTION
0.1 Table of contents

PART 0 – INTRODUCTION ..................................................................................................................................................2
0.1 TABLE OF CONTENTS ................................................................................................................................................ 2
0.2 LIST OF EFFECTIVE PAGES .......................................................................................................................................... 4
0.3 LIST OF ISSUES / AMENDMENTS..................................................................................................................................10
0.4 DISTRIBUTION LIST .................................................................................................................................................11
PART 1 – MANAGEMENT ................................................................................................................................................. 12
1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER ............................................................................................12
1.2 SAFETY AND QUALITY POLICY .....................................................................................................................................13
1.3 MANAGEMENT PERSONNEL ......................................................................................................................................15
1.4 DUTIES AND RESPONSIBILITIES OF THE MANAGEMENT PERSONNEL .......................................................................................16
1.5 MANAGEMENT ORGANISATION CHART .........................................................................................................................23
1.6 LIST OF CERTIFYING STAFF AND SUPPORT STAFF ..............................................................................................................24
1.7 MANPOWER RESOURCES..........................................................................................................................................25
1.8 GENERAL DESCRIPTION OF THE FACILITIES AT EACH ADDRESS APPROVED ................................................................................27
1.9 ORGANISATION’S SCOPE OF WORK ..............................................................................................................................37
1.10 NOTIFICATION PROCEDURE TO EASA REGARDING CHANGES TO THE ACTIVITIES / APPROVAL / LOCATIONS / PERSONNEL ...................41
1.11 EXPOSITION AMENDMENT PROCEDURES ....................................................................................................................43
PART 2 – MAINTENANCE PROCEDURES ............................................................................................................................ 47
2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE .......................................................................................47
2.2 ACCEPTANCE / INSPECTION OF AIRCRAFT COMPONENTS AND MATERIAL FROM OUTSIDE CONTRACTORS .........................................51
2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND MATERIAL TO AIRCRAFT MAINTENANCE ....................................57
2.4 ACCEPTANCE OF TOOLS AND EQUIPMENT .....................................................................................................................64
2.5 CALIBRATION OF TOOLS AND EQUIPMENT .....................................................................................................................67
2.6 USE OF TOOLING AND EQUIPMENT BY STAFF ..................................................................................................................70
2.7 CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES ....................................................................................................72
2.8 MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT / AIRCRAFT COMPONENT MANUFACTURERS' INSTRUCTIONS INCLUDING
UPDATING AND AVAILABILITY TO STAFF ..............................................................................................................................74
2.9 REPAIR PROCEDURE ................................................................................................................................................77
2.10 AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE .....................................................................................................80
2.11 AIRWORTHINESS DIRECTIVES PROCEDURE ...................................................................................................................82
2.12 OPTIONAL MODIFICATION PROCEDURE .......................................................................................................................84
2.13 MAINTENANCE DOCUMENTATION IN USE AND COMPLETION OF SAME ................................................................................86
2.14 TECHNICAL RECORD CONTROL .................................................................................................................................95
2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE .....................................................................................97
2.16 RELEASE TO SERVICE PROCEDURE..............................................................................................................................99
2.17 RECORDS FOR THE OPERATOR ................................................................................................................................ 109
2.18 REPORTING OF DEFECTS TO EASA / OPERATOR / MANUFACTURER .................................................................................. 111
2.19 RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE ............................................................................................. 113
2.20 DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS .................................................................................................. 114
2.21 CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEMS ............................................................................................ 116
2.22 CONTROL OF MAN-HOUR PLANNING VERSUS SCHEDULED MAINTENANCE WORK .................................................................. 117
2.23 CONTROL OF CRITICAL TASKS ................................................................................................................................. 121
2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES ................................................................................................... 127
2.25 PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS ........................................................................................ 136
2.26 SHIFT / TASK HANDOVER PROCEDURES ..................................................................................................................... 139
2.27 PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA INACCURACIES AND AMBIGUITIES TO THE TYPE CERTIFICATE HOLDER ........ 140
2.28 PRODUCTION PLANNING PROCEDURES ..................................................................................................................... 142
AVIATION TECHNICAL SERVICES TEAM MOE Page 2

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PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES ................................................................................................ 145

L2.1 LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS, EQUIPMENT, ETC. ........................................................... 145
L2.2 LINE MAINTENANCE PROCEDURES RELATED TO SERVICING / FUELLING / DE-ICING INCLUDING INSPECTION FOR / REMOVAL OF DE-ICING /
ANTI-ICING FLUID RESIDUES ETC. .................................................................................................................................... 147
L2.3 LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE DEFECTS ................................................................................ 148
L2.4 LINE PROCEDURE FOR COMPLETION OF TECHNICAL LOG ................................................................................................ 150
L2.5 LINE PROCEDURE FOR POOLED PARTS AND LOAN PARTS ................................................................................................. 151
L2.6 LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM AIRCRAFT ................................................................... 152
L2.7 LINE PROCEDURE CONTROL OF CRITICAL TASKS............................................................................................................ 153
PART 3 QUALITY SYSTEM PROCEDURES .......................................................................................................................... 156
3.1 QUALITY AUDIT OF ORGANISATION PROCEDURES .......................................................................................................... 156
3.2 QUALITY AUDIT OF AIRCRAFT (AND / OR EQUIPMENT) .................................................................................................... 160
3.3 QUALITY AUDIT REMEDIAL ACTION PROCEDURE ............................................................................................................ 161
3.4 CERTIFYING STAFF AND SUPPORT STAFF QUALIFICATION AND TRAINING PROCEDURES .............................................................. 165
3.5 CERTIFYING STAFF AND SUPPORT STAFF RECORDS.......................................................................................................... 184
3.6 QUALITY AUDIT PERSONNEL .................................................................................................................................... 186
3.7 QUALIFYING INSPECTORS ....................................................................................................................................... 188
3.8 QUALIFYING MECHANICS ........................................................................................................................................ 189
3.9 AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASKS EXEMPTION PROCESS CONTROL ...................................................... 190
3.10 CONCESSION CONTROL FOR DEVIATION FROM ORGANISATION'S PROCEDURES ..................................................................... 191
3.11 QUALIFICATION PROCEDURES FOR SPECIALISED ACTIVITIES SUCH AS NDT, WELDING ETC. ....................................................... 193
3.12 CONTROL OF MANUFACTURERS’ AND OTHER MAINTENANCE WORKING TEAMS .................................................................... 199
3.13 HUMAN FACTORS TRAINING PROCEDURE .................................................................................................................. 200
3.14 COMPETENCE ASSESSMENT OF PERSONNEL ............................................................................................................... 202
3.15 TRAINING PROCEDURES FOR ON-THE-JOB TRAINING AS PER SECTION 6 OF APPENDIX III TO PART-66 (LIMITED TO THE CASE WHERE THE
COMPETENT AUTHORITY FOR THE PART-145 APPROVAL AND FOR THE PART-66 LICENCE IS THE SAME). ............................................ 208
3.16 PROCEDURE FOR THE ISSUE OF A RECOMMENDATION TO THE COMPETENT AUTHORITY FOR THE ISSUE OF A PART-66 LICENCE IN
ACCORDANCE WITH 66.B.105 (LIMITED TO THE CASE WHERE THE COMPETENT AUTHORITY FOR THE PART-145 APPROVAL AND FOR THE PART-
66 LICENCE IS THE SAME). ........................................................................................................................................... 209
PART 4.......................................................................................................................................................................... 211
4.1 CONTRACTING OPERATORS ..................................................................................................................................... 211
4.2 OPERATOR PROCEDURES AND PAPERWORK ................................................................................................................. 212
4.3 OPERATOR RECORD COMPLETION ............................................................................................................................. 214
PART 5.......................................................................................................................................................................... 216
5.1 SAMPLE OF DOCUMENTS ....................................................................................................................................... 216
5.2 LIST OF SUBCONTRACTORS AS PER 145.A.75 (B) ......................................................................................................... 231
5.3 LIST OF LINE MAINTENANCE LOCATIONS AS PER 145.A.75 (D) ......................................................................................... 232
5.4 LIST OF CONTRACTED EASA PART 145 ORGANISATIONS AS PER 145.A.70(A)(16) ............................................................... 234

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0.2 List of effective pages
PART 0
Page Number Date of Issue Issue Revision
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0.3 List of issues / amendments
Issue Number Revision Number Issue / Amendment Date Issue / Amendment Type
01 03 12.09.2008 Major
01 04 21.12.2008 Major
01 05 10.02.2009 Minor
01 06 10.04.2009 Major
01 07 15.08.2009 Major
01 08 15.02.2010 Minor
01 09 01.03.2010 Minor
01 10 10.07.2010 Major
01 11 28.09.2010 Major
01 12 14.01.2011 Minor
01 13 05.05.2011 Minor
01 14 10.05.2011 Major
02 00 25.04.2012 New Issue
02 01 12.11.2012 Major
02 02 05.12.2012 Minor
03 00 21.01.2013 New Issue
03 01 12.07.2013 Major
Revision Highlights and summary of changes:

MOE Chapter Reason for revision
Addition of Base Maintenance to the Scope of Work.
Addition of line stations.
All chapters
Annual review of MOE.
Chapters 2.13 and 2.16 are completely revised and changes are not highlighted.
The Maintenance Organisation Exposition, Amendment Number: Issue 03 Revision 01 dated 12 July 2013
has been internally reviewed by Yücel Kolcubaşı - Quality Manager.
Date of review: 12 July 2013

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0.4 Distribution list
MOE COPY NUMBER MOE HOLDER FORMAT
Copy No: ATS.M.01.D01 EASA Electronic Copy
Copy No: ATS.M.01.D02 Turkish DGCA Paper and CD
Copy No: ATS.M.01.D03 ATS Team Library Electronic Copy
MOE Copies requested by customers, authorities or other related bodies may be distributed as paper or
electronic copy but in all cases subject to the approval of the Quality Manager. Additionally this type of
distribution is not indicated in the distribution list.
The departments in ATS Team are provided with the MOE through the intranet server. Throughout the ATS
Team, all the holders who do not have access through server and all line maintenance stations are provided
with MOE amendments through ATS Team FTP server.

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PART 1 – MANAGEMENT
1.1 Corporate commitment by the accountable Manager

References:
145.A.30(a), (c), (e), (g); AMC 145.A.30(a); 145.A.70(a); AMC 145.A.70(a); GM 145.A.70(a); 145.A.90(a)
This exposition defines the organization and procedures upon which EASA Part 145 approval of ATS Team is
based as required by EASA Part 145.A.70.
These procedures are approved by the undersigned and must be complied with at all time and when work
orders are being progressed under the terms of the EASA Part 145 approval.
It is accepted that these procedures do not override the necessity of complying with any new or amended
regulation published by the EASA from time to time where these new or amended regulations are in conflict
with these procedures.
It is understood that EASA will approve ATS Team whilst the Agency is satisfied that the procedures are being
followed and work standards maintained. It is further understood that EASA reserves the right to suspend,
limit or revoke the EASA Part 145 approval of ATS Team if EASA has evidence that procedures are not
followed standards not upheld.
Signed
12.07.2013
Erkan YILMAZ
Accountable Manager
For and on behalf of Havacılık Teknik A.Ş. (Aviation Technical Services Team)

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1.2 Safety and quality policy

References:
145.A.30(a); 145.A.65(a); AMC 145.A.65(a); 145.A.70(a)2
ATS Team aims to be the company of choice in the civil aviation maintenance industry. We are committed to
achieve business excellence by integrating safety and quality principles and programs into our work in
accordance with the following principles:
It is the responsibility of management to make sure that the quality and safety policy is understood and
followed at all times by all personnel of the organisation. ATS Team is therefore committed to:
 Apply human factors principles.
 Encourage personnel to report maintenance related errors/incidents
 Recognize safety as a prime consideration in all activities at all times for all the staff within the
organisation
 Recognize that compliance with procedures, quality standards and regulations is the duty of all
personnel
 Recognize the need for all personnel to cooperate with the quality auditors
 Ensure that safety standards are not reduced by commercial imperatives.
 Ensure good use of resources and pay particular attention to carry out correct maintenance at the
first attempt.
 Train all organisation staff to be aware of human factors and set a continuous training programme
in this field.
In addition with this commitment, ATS Team:

 Ensures that employees are provided with sufficient information, education and training on
procedures, quality standards, safety standards and regulations.
 Provides sufficient resources and takes such other steps as may be necessary, to ensure a high level
of awareness among employees of their duties and responsibilities to themselves and others.
 Endeavours to adopt safety and quality practices and procedures that are no less effective than the
best employed by other companies in related industrial fields.
 Ensures that maintenance procedures are kept current to reflect best practice within the
organisation.
 Recognizes and implements that reporting of maintenance related errors/incidents is “penalty free”.
 Ensures that quality standards are the responsibility of all personnel and it is hence their duty to
comply with this policy and to strive both maintaining and improving quality standards at every
opportunity
 Delivers products and services that meet or exceed the standards set by its customers and relevant
regulatory authorities.
 Performs to the best of its capability at all times with full accountability for the quality of the work.

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 Communicates its quality policy with the employees, vendors and customers. Actively promotes this
policy across all levels and encourages its employees to make quality a part of their daily work
routine.
 Strives to improve its quality through learning, sharing, benchmarking, innovation and participation
in continuous improvement programs.

Issue : 03
ORGANISATION Date : 12.072013
1.3 Management personnel

References:
145.A.30(b)1, 2, 3, 4, (c); AMC 145.A.30(b)1, 2, 7, 8; 145.A.70(a)3
The names and titles of senior group of persons mentioned in 145.A.30 are listed below. The group of senior
persons represent ATS Team to ensure that the organisation is in compliance with EASA Part 145
requirements.
Accountable Manager is delegated by any one of the Form-4 holder Manager when the Accountable
Manager is off duty. Delegation is published and distributed in the organization by a letter signed by
Accountable Manager.
Title Name Deputy
Accountable Manager Erkan YILMAZ Cevdet GÜL
Quality Manager* Yücel KOLCUBAŞI Murat BAYRAKTAR
Base Maintenance
Ergin OGAN Metin KAYA
Manager*
Maintenance Manager* Cevdet GÜL İsmail KIZILKAYA
Engineering Manager* Boran ALAYBAŞI Cemgut BALCI
Production Planning
Cemgut BALCI Boran ALAYBAŞI
Manager*
Responsible Level 3 for
İlker SUNAOĞLU -
NDT
Management personnel indicated with (*) is required to be accepted by the EASA via the submittal of EASA
Form 4. EASA Form 4 approval process is controlled by Quality Manager.
If a senior person will not be present for a period exceeding 3 days, he internally announces to all
organisation about his deputy information in accordance with the list above.

Issue : 03
1.4 Duties and responsibilities of the management personnel

References:
145.A.30(a)1, 2, 3, (c); AMC 145.A.30(a), (b)3, 4, 5, 6, (c); 145.A.35(i), AMC 145.A.35(a)2; AMC 145.A.45(d);
145.A.65(a), (c)2; AMC 145.A.65(a), (c)(2)(4); 145.A.70 (a)1, 2; 145.A.90(a)
1.4.1 Accountable Manager

Accountable Manager is responsible for;
 Ensuring that maintenance carried out by ATS Team meets the standards required by EASA.
 Establishing and promoting the safety and quality policy specified in EASA Part 145.A.65 (a).
 Nominating the management staff.
 Ensuring that the necessary finance, manpower resources and facilities are available to enable the
company to perform the maintenance to which it is committed for contracted operators and any
additional work which may be undertaken.
 Supervision of the progress of the corrective actions / review of the overall results in terms of
quality.
 Ensuring the competence of all personnel including management personnel has been assessed.
 Ensuring that any charge is paid, as prescribed by EASA in accordance with the fees & charge
regulation.
Accountable Manager Qualifications

Accountable Manager should be able to read, write and communicate to an understandable level in English.
He has basic understanding of EASA Part 145 and quality principles.
He receives training on;
- MOE.
- Human Factors (Module 9 or in accordance with GM 145.A.30(e)).
1.4.2 Quality Manager

Quality Manager has direct access to the Accountable Manager on matters concerning the quality system.
The Quality Manager is primarily responsible for establishing an independent quality assurance system to
monitor compliance of ATS Team with EASA requirements. His other responsibilities are;
 Defining the human factors principles to be implemented within the organisation.
 Implementing a quality audit programme in which compliance with all maintenance procedures is
reviewed at regular intervals in relation to each type of aircraft (or component) maintained
(including the management and completion of audits and production of audit reports).
 Ensuring that any observed non-compliances or poor standards are brought to the attention of the
person concerned via his / her Manager.
 Following up and closure of any non-conformances identified.

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 Establishing regular meetings with the Accountable Manager to appraise the effectiveness of the
quality system. This includes details of any reported discrepancy not being adequately addressed by
the relevant person or in respect of any disagreement concerning the nature of a discrepancy.
 Preparing standard practices and procedures (MOE, including the associated procedures) for use
within the organisation and ensuring their adequacy regarding EASA Part 145 and any amendments
to the Regulation.
 Submitting the MOE and any associated amendments, to EASA for approval. (which includes
completion of and submission of EASA Form 2 and EASA Form 4)
 Assessing suppliers of new and used components and materials for satisfactory product quality in
relation to the needs of ATS Team.
 Issue / renewal / cancellation of certifying staff authorisations.
 Defect analysis in respect of aircraft undergoing maintenance so that any adverse trends are
identified and addressed effectively and promptly.
 Establishing feedback from maintenance incidents / issues and feeding these back into the
continuation training programme.
 Assessing subcontractors working under the quality system and maintaining the expertise necessary
to be able to do so, to the satisfaction of EASA.
 Assessing external specialist services required to be used by ATS Team in the performance of
maintenance
Quality Manager Qualifications

Following requirements for Quality Manager also applies to deputy Quality Manager.
Quality Manager shall have engineering degree or an aircraft maintenance personnel license. (SHY-66 or
EASA Part 66)
- In case the Quality Manager has Aeronautical, Aerospace, Electrical, Electronic, Industry or Mechanical
Engineering degree, he must have minimum five (5) years work experience in quality systems of which
two (2) years should be in civil aviation industry.
- In case the Quality Manager has aircraft maintenance personnel license, he must have minimum five (5)
years work experience in quality systems and minimum fifteen (15) years work experience on aircraft
maintenance.
He should be able to read, write and communicate to an understandable level in English.
He must have the following training:
- Maintenance Organisation Exposition (MOE)
- EASA Part 145, Part M and Part 66 / 147 (or Module 10 training)
- Fuel Tank Safety Phase 1 Awareness Training
- Human Factors (Module 9 or in accordance with GM 145.A.30(e))
- Quality Systems
- Audit Techniques
- EWIS
- Familiarisation training on at least one type of aircraft maintained.

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1.4.3 Base Maintenance Manager

Base Maintenance Manager is mainly responsible for ensuring that all maintenance required to be carried
out in the hangar, Antalya and Isparta line stations, plus any defect rectification carried out during base and
line maintenance, is carried out to the design and quality standards specified in 145.A.65(b). Additionally he
is responsible for:
 Satisfactory completion and certification of all work required by contracted operators / customers in
accordance with the work specification (Work Order and approved MOE procedures).
 Ensuring that ATS Team procedures and standards are complied with when carrying out
maintenance in hangar and Antalya and Isparta line stations.
 Ensuring the competence of all personnel engaged in base and line maintenance by establishing a
programme of training and continuation training using internal and/or external sources.
 Ensuring that all sub-contract orders are correctly detailed and that the requirements of the contract
/ order are fulfilled in respect of inspection and quality control.
 Responding to quality deficiencies in base and line maintenance, which arise from independent
quality audits.
 Ensuring, through the workforce under his control, that the quality of workmanship in the final
product is to a standard acceptable to ATS Team and EASA
 Implementation of the safety policy and human factor issues as well as reporting of un-airworthy
conditions.
Base Maintenance Manager Qualifications

Following requirements for Base Maintenance Manager also applies to deputy Base Maintenance Manager.
Base Maintenance Manager shall have engineering degree or aircraft maintenance personnel license (SHY-66
or EASA Part 66) with at least one type aircraft maintained endorsed to the license. In case the Base
Maintenance Manager has aircraft maintenance personnel license, this license may be category B1, B2 or C.
In case the Base Maintenance Manager has Aeronautical, Aerospace, Electrical, Electronic or Mechanical
Engineering degree, he shall have minimum five (5) years civil aviation maintenance experience of which
three (3) years should be in base maintenance environment.
In case the Base Maintenance Manager has aircraft maintenance personnel license, he must have minimum
fifteen (15) years practical work experience on aircraft maintenance of which minimum five (5) years shall be
in base maintenance environment.
- Fuel Tank Safety Phase 2 Training
- EWIS

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1.4.4 Maintenance Manager

Maintenance Manager is the Line Maintenance Manager as defined in AMC 145.A.30(b). He is mainly
responsible for ensuring that all maintenance required to be carried out in line environment and component
workshops, plus any defect rectification carried out during line maintenance and component maintenance, is
carried out to the design and quality standards specified in 145.A.65(b). Additionally he is responsible for:
 Satisfactory completion and certification of all work required by contracted operators / customers in
accordance with the work specification (Work Order and approved MOE procedures).
 Ensuring that ATS Team procedures and standards are complied with when carrying out
maintenance in line maintenance and component workshops.
 Ensuring the competence of all personnel engaged in line maintenance and component
maintenance by establishing a programme of training and continuation training using internal and/or
external sources.
 Ensuring that all sub-contract orders are correctly detailed and that the requirements of the contract
/ order are fulfilled in respect of inspection and quality control.
 Responding to quality deficiencies in line maintenance and component workshops, which arise from
independent quality audits.
 Ensuring, through the workforce under his control, that the quality of workmanship in the final
product is to a standard acceptable to ATS Team and EASA
conditions.
Maintenance Manager Qualifications

Following requirements for Maintenance Manager also applies to deputy Maintenance Manager.
Maintenance Manager shall have Category B1 or B2 aircraft maintenance personnel license (SHY-66 or EASA
Part 66) with at least one type aircraft maintained endorsed to the license.
He must have minimum ten (10) years practical work experience on aircraft maintenance of which minimum
three (3) years shall be in line maintenance environment.
- Fuel Tank Safety Phase 2 Training
- EWIS

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1.4.5 Engineering Manager

Engineering Manager has Aeronautical, Aerospace, Electrical, Electronic, Industry or Mechanical engineering
degree and he is responsible for:
 Ensuring that all necessary airworthiness data from the EASA and the aircraft manufacturers are
subscribed, distributed and updated.
 Managing aircraft and component service history so that maintenance periods are not exceeded.
 Managing and developing aircraft maintenance programs according to EASA requirements under
contract.
 Reliability monitoring in respect of both aircraft and components when required by operator.
 Defect analysis so that any adverse trends are identified and responded in due time.
 Ensuring with that all sub-contract order is correctly detailed and that the contract/order is fulfilled
in respect of inspection and quality control.
 Responding to quality deficiencies in engineering department, which arise from independent quality
audits.
 Issuing engineering orders, and when necessary, issuing non-routine work cards.
 Liaison with manufacturers, customers and authorities on all engine and system technical and
operational development and line services matters.
 Accomplishment of any operational directive, airworthiness directive and any other continued
airworthiness requirement made mandatory by EASA.
 Accomplishment of modifications in accordance with an approved standard and, for non-mandatory
modifications, the establishment of an embodiment policy.
 Airworthiness of the aircraft and the serviceability of both operational and emergency equipment.
conditions.
Engineering Manager Qualifications

Following requirements for Engineering Manager also applies to deputy Engineering Manager.
He must have minimum five (5) years experience of which at least two (2) years in civil aviation maintenance
industry.
- EWIS
- Familiarisation training on at least one type of aircraft maintained.
- Quality Systems.

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1.4.6 Production Planning Manager

Production Planning Manager is responsible for:
 Ensuring availability of facilities appropriate to the planned work including hangars, workshops office
accommodation, stores as applicable for the planned work.
 Ensuring availability of a working environment appropriate to the tasks being undertaken.
 Ensuring availability of tools, equipment and materials to perform the planned tasks.
 Ensuring availability of sufficient competent personnel to plan, perform, supervise, inspect and
certify the work being performed.
 Ensuring availability of all necessary maintenance data as required by EASA Part 145.A.45.
 Notifying the Accountable Manager whenever deficiencies emerge which require his attention in
respect of finance and the acceptability of standards (Accountable Manager and Quality Manager to
be officially informed of any lack of 25% of available man-hours over a calendar month).
conditions.
 Supplying the necessary technical documents for customers and storage of the organisation’s
technical records.
 Responding to quality deficiencies in production planning department, which arise from
independent quality audits.
Production Planning Manager Qualifications

Following requirements for Production Planning Manager also applies to deputy Production Planning
Manager.
Production Planning Manager must have minimum five (5) years work experience of which at least one (1)
year shall be in civil aviation maintenance industry.
- EASA Part 145 and Part 66 / 147 (or Module 10 training)
- EWIS
- Quality Systems.

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1.4.7 Responsible Level 3 Staff for NDT

In accordance with the agreement of Level 3 NDT staff, he is responsible for:
 Approving NDT manual in accordance with EN4179
 Establishing and authorising methods, techniques, knowing that it is not permitted to deviate from
methods and techniques published by the type certificate holder/manufacturer in the form of
continued airworthiness data, such as in non-destructive test manuals or service bulletins, unless the
manual or service bulletin expressly permits such deviation.
 Coordination of NDT examinations with the National Aerospace NDT Board.
Responsible Level 3 shall have aviation NDT experience as requested by SHT-NDT and shall hold Level 3
certification on at least one NDT method listed in the scope of work of ATS Team.

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1.5 Management organisation chart

References:
145.A.30(b), (c); AMC 145.A.30(b)2; 145.A.70(a)5
EASA Form 4 holders are indicated with an asterisk (*) in the chart.

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1.6 List of certifying staff and support staff

References:
145.A.30(g), (h); 145.A.35(j); AMC 145.A.35(j); 145.A.70(a)6; GM 145.A.70(a)3
1.6.1 Scope of national license compared to EASA C, B1, B2 and A categories certifying staff
Categories of national licenses (SHY-66) are completely similar to EASA certifying staff categories. This
means; a Category B1 national license holder is authorised as category B1 certifying staff in accordance with
EASA Part 145. Within the scope of national licensing system, component or NDT staff do not hold aircraft
maintenance personnel license.
1.6.2 Management of Certifying Staff List

Details of certifying staff holding certification authorisation as per EASA Part 145 is included in a separate
document “The List of Certifying Staff (F-MM-109)”. The latest approved revision of this list is kept in the
main server under “quality documents” folder. Older approved copies are kept by quality department for at
least 3 years. Each revision of the list includes a cover page indicating revision number and date of older
revisions. After cover page, record of revision page lists the changes implemented after the latest approved
CS List.
The information contained in the list is as follows;
- Name / surname
- Authorisation number
- First authorisation date
- Last authorisation date
- Authorisation expiry date
- Scope or limitation of authorisation
- Main location, if applicable
The information above is listed for;
- Base Maintenance Certifying Staff
- Line Maintenance Certifying Staff
- Base Maintenance Support Staff
- Component Certifying Staff
- NDT Certifying Staff
Updating process of the list is explained in chapter 1.11.

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1.7 Manpower resources

References:
145.A.30(d); AMC 145.A.30(d); 145.A.70(a)
As specified below, ATS Team has employed sufficient number of personnel with necessary qualifications
required to manage, plan, carry out, supervise and inspect the maintenance of aircraft and component
contained in Scope of Work and to quality monitor the organisation to the standards required by EASA Part
145.
Work load is controlled and man-hour shortfall is avoided. Manager of each department defines the
sufficient personnel number to perform the work and prepares the man-hour plans in three months periods.
These man hour plans are checked each month and revised if required. If more than a 25% shortfall in
available man-hours during a calendar month occurs, department Manager informs Quality Manager and
ATS Team manpower policy is to retain, as far as reasonably possible, permanent staff to fulfil its
commitments. The use of contracted staff is kept at minimum.
1.7.1 Personnel Distribution
Accountable Manager 1
Senior Management 10
Quality Department 3
Engineering Department 19
Planning Department (including production pl.) 17
Certifying Staff 107
Mechanics 53
Shop mechanics 8
Store / Toolroom 24
Cabin Interior Works Staff 23
Supply Department 11
Training Department 1
Finance Department 5
Administrative Staff 9
Cleaning Facility Staff 35
IT Department 1
Total 327

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Number and qualification of the certifying staff at a line station depends on the operation of the contracted
operator at that location. Whenever a contracted operator requires regular maintenance on a specific
aircraft/engine for scheduled flights, at least one B1 certifying staff for each aircraft/engine type and at
least one B2 certifying staff shall be permanently available. For domestic line stations, no permanent B2
may be available at a line station provided that whenever any maintenance requiring B2 has to be
performed, B2 certifying staff is transferred from any available location.
1.7.2 Employment Policy

ATS Team employs new personnel with the necessary degrees in civil aviation maintenance for each
technical category of personnel such as engineers and technicians. Engineers shall have technical university
degrees and new aircraft technicians should be graduated from Civil Aviation Technical High Schools. Staff
shall have some related or type rating a/c maintenance and system courses and have an understandable
level of English as speaking and writing, additionally male personnel shall have no military obligation.

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1.8 General description of the facilities at each address approved

References:
145.A.25(a), (b), (c)1, 2, 3, 4, 5, 6, (d); AMC 145.A.25(a)1, 2, 3, 4, (b), (d) 1, 2, 3; 145.A.70(a)8, 15; 145.A.75(d)
1.8.1 General Information

Senior management personnel of ATS Team are located at İstanbul Atatürk Airport line maintenance
facilities.
ATS Team uses hangar facilities in Isparta Süleyman Demirel Airport. Base maintenance support shops are
also available within the facility.
Main line maintenance locations are Istanbul Atatürk Airport and Antalya Airport.
Component workshops are located in Istanbul Atatürk Airport.
The plans of hangar and line maintenance facilities are available at this procedure.
For component maintenance, component workshops are large enough to accommodate the components on
planned maintenance.
As shown in the facility plans, office accommodation is provided for management of planned work for
engineering, planning, quality, technical records and storage.
Aircraft maintenance staff are provided with an area which contains computer and internet connection
where they may study maintenance instructions and complete maintenance records in a proper manner.
Facilities used by ATS Team comply with following conditions;
- Protected from weather elements such as rain, hail, ice, snow, wind and dust. Materials used in
hangar and workshop floors do not generate dust.
- Controlled regarding temperature and humidity of environment.
- Sufficiently illuminated.
- Noise control is established or noise protection equipment is distributed to related personnel.
- Fire extinguishing equipment is available as required.
- Areas such as store, tool room, server room and archive are accessible by authorised personnel only.
- All areas that require internet connection has such infrastructure together with sufficient number of
personal computers.
Additionally, as identified in the maintenance data, if a particular maintenance task requires the application
of specific environmental conditions different to the foregoing, then such conditions are met before carrying
out the specific task.
Considering line maintenance, where the working environment deteriorates to an unacceptable level in
respect of temperature, moisture, hail, ice, snow, wind, light, dust/other airborne contamination, the
particular maintenance or inspection tasks must be suspended until satisfactory conditions are re-
established.
1.8.2 Stores
For base maintenance and line maintenance stores; secure storage facilities are provided for components,
equipment, tools and material. Storage conditions ensure segregation of serviceable components and

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material from unserviceable aircraft components, material, equipment and tools. The conditions of storage
are in accordance with the manufacturer’s instructions to prevent deterioration and damage of stored items.
Storage facilities for serviceable aircraft components are clean, well-ventilated and maintained at a constant
dry temperature to minimise the effects of condensation. Manufacturer’s storage recommendations are
followed for those aircraft components identified in such published recommendations. Storage racks are
strong enough to hold aircraft components and provide sufficient support for large aircraft components such
that the component is not distorted during storage. All aircraft components, wherever practicable, are kept
packaged in protective material to minimise damage and corrosion during storage.
Incoming inspection area shall be designed so that it has sufficient space for unpacking and additionally
there shall be a special area for handling electrostatic discharge devices with appropriate grounding
equipment.

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1.8.3 Base Maintenance Facilities

The hangar in Isparta Airport which is used by ATS Team has automated doors and sufficient height for
suitable aircraft positioning. Temperature in hangar is controlled by air conditioning system used in the
entire hangar space.
Hangar is completely isolated in order to ensure protection from environmental conditions such as rain, hail,
ice, snow, wind and dust. Material used in hangar floor does not generate dust.
Lighting in the hangar is sufficient to ensure that each inspection and maintenance task can be carried out in
an effective manner.
Portable fire extinguishing equipment is placed in the entire hangar space to ensure sufficient fire
protection.
Location of hangar in the Isparta Süleyman Demirel Airport;

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Layout plan of the hangar;
DOOR
STRUCTURE
SHOP
RESTROOM
INC.INS.
NDT/AVIONIC
STORE 2
LOCKERS
STORE 1
TOOLROOM
CABIN INT.
ENG./ PLANNING/ BOARD

BASE MNT.MNG.

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1.8.4 Main Line Maintenance and Management Facility – İstanbul Atatürk Airport
1st floor (ground level)
Line maintenance department, main store, component shops, restroom, and showers are located at the first
floor.
2nd floor (upstairs)
General management, engineering, production planning, line maintenance and quality managements, supply
management and training classroom are located at second floor.
Additional base floor areas for NDT shop, wheel shop, brake unit shop, paint shop and tool room.
Location of line maintenance facilities in the İstanbul Atatürk Airport;

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Layout plan of İstanbul line maintenance facilities;

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1.8.5 Antalya line maintenance station – Antalya Airport

Location of line maintenance facilities in the Antalya Airport;

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Layout plan of Antalya line maintenance facilities;

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1.8.6 Hurghada Line Maintenance Station – Egypt Hurghada International Airport

Layout;
Serviceable Standart
Wheels
Serviceable Components
Main
Parts, raw materials etc...

Wheels
Tools
Nose
Brake
Unit
Inspection
Incoming
Area
Chemicals U/S
(Engine Oil, Hydraulic) Quarantine
Approximately 50 m2 Store and tool-room,
1.8.7 Bangkok Line Maintenance Station - Thailand Suvarnabhumi International Airport.

Layout;

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1.8.8 İzmir Line Maintenance Station – Adnan Menderes Airport
OFFICE
16 m2
STORE and TOOLROOM
23 m2

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1.9 Organisation’s scope of work

References:
145.A.20; AMC 145.A.20; 145.A.42(c); 145.A.70(a)9; 145.A.75(a), (b), (c), (d), (e); 145.A.80; AMC 145.A.80
Range of work performed by ATS Team within the scope of approval (EASA Form 3) is listed in this chapter
and line stations list. ATS Team will carry out base and line maintenance, component maintenance and
specialised services (NDT) within the scope of approval and at the facilities defined in this MOE.
ATS Team does not carry out maintenance on any product which is not covered by scope of approval.
It is hereby committed that ATS Team will only maintain an aircraft or component for which it is approved
when all the necessary facilities, equipment, tooling, material, maintenance data and certifying staff are
available.
1.9.1 Aircraft Maintenance
Rating TC Holder Aircraft Model Limitation Maintenance Level Base Line

(ISE) (*)
A1 Airbus A319-110 series Airbus A319/320/321 Up to and including YES YES
(CFM56) C Checks + Up to
A320-111
and including 12
A320-210 series years
A321-110 series
A321-210 series
A1 Airbus A319-130 series Airbus A319/320/321 (IAE Up to and including YES YES
V2500) C Checks +Up to
A320-230 series
and including 12
A321-130 series years
A321-230 series
A1 Airbus A330-220 series Airbus A330 (PW4000) Up to and including NO YES
A Check
A330-320 series
A1 Boeing B737-300 Boeing 737-300/400/500 Up to and including NO YES
Company (CFM56) A Check
B737-400
B737-500
A1 Boeing B737-600 Boeing 737-600/700/800 Up to and including NO YES
Company (CFM56) A Check
B737-700
B737-800
A1 Boeing B757-200 Boeing 757-200/300 (PW Up to and including YES YES
Company 2000) C Checks + Up to
B757-300
and including 18
years

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A1 Boeing B757-200 Boeing 757-200/300 (RR Up to and including YES YES

Company RB211) C Checks + Up to
B757-300
and including 18
years
A1 Boeing B767-200 Boeing 767-200/300 (GE Up to and including NO YES
Company CF6) A Check
B767-300
A1 Bombardier CL-600-2C10 (Regional Bombardier CL-600-2C10/- Up to and including NO YES
Jet Series 2D24 (GE CF34) A Check
700/701/702)
CL-600-2D24 (Regional
Jet Series 900)
* Detailed scope of work for each line station is explained at Chapter 5.3.
In addition to the scheduled tasks, line maintenance includes;
- Troubleshooting
- Defect rectification
- Component replacement including engine and APU with use of external test equipment
- Minor repairs and modifications
In addition to the scheduled tasks, base maintenance includes all non-routine tasks (e.g. but not limited to
the tasks defined by ADs and SBs), modification and repair tasks for which documentation, tooling &
equipment and appropriate staff are available.
1.9.2 Component Maintenance

ATS Team performs component maintenance in İstanbul Atatürk Airport, limited with the component ratings
listed in the scope of approval (EASA Form 3).
Detailed component capability list (TPM-01) is kept as a separate file under “quality documents” folder in the
intranet server. Capability list includes at least workshop, ATA chapter, part number, rating, description,
CMM reference and level of maintenance information for each component. Each revision of the capability
list shall be approved by EASA.
Following table lists general details about the component types maintained by ATS Team.
Rating ATA Designation Part Number
Battery
C5 24
Battery pack
Details are listed in ATS Team Capability List (TPM-01)
Brake assembly
C14 32
Wheel
1.9.3 Specialised services maintenance

ATS Team performs specialised services maintenance on following Non Destructive Testing methods in
accordance with manufacturer manuals and ASTM standards. EASA Form 1 shall be issued after performing
NDT inspections under D1 rating.

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Rating Limitation Detail of limitation

Liquid Penetrant Inspection (PT)
Magnetic Particle Inspection (MT)
D1 NIL
Eddy Current Inspection (ET)
Ultrasonic Inspection (UT)
While NDT is mainly carried out at base and line maintenance locations, it is possible to perform NDT outside
the approved locations provided that the NDT inspector who will issue and sign EASA Form 1 informs Quality
Department while planning the work and ensures availability of necessary facilities, equipment, tooling,
material and maintenance data for the subject inspection.
1.9.4 Maintenance outside approved locations

ATS Team may perform maintenance on aircraft listed in scope of approval outside the approved locations
subject to the need for such maintenance arising either from the un-serviceability of the aircraft or from the
necessity of supporting occasional line maintenance, subject to the conditions specified in this chapter.
If the aircraft of a contracted operator is grounded at a location outside the approved maintenance stations
where there is no available appropriately rated EASA Part 145 organisation, ATS Team may perform defect
rectification, trouble shooting, component replacement, minor repairs, NDT inspections and scheduled
inspections resulting from ground time of aircraft to ensure serviceability of aircraft. Such needs are case by
case evaluated by Quality and Maintenance Manager regarding compliance to EASA Part 145.
If a contracted operator temporarily changes destinations and operates its aircraft out of regular routes for
short terms and therefore needs line maintenance support limited to daily check or troubleshooting / defect
rectification and at a location outside the approved maintenance stations; subject to acceptance of Quality
Manager*, ATS Team provides an appropriately authorised category B1 certifying staff (C/S) to fly on board
with the operator’s aircraft, and ensure following conditions:
- Such B1 C/S shall be authorised for limited release to service on the customer aircraft type and must
have been received documentation training on airline operator’s procedures.
- Up to date maintenance data and maintenance fly away kit will be provided by the airline operator.
Control of the fly away kit will be managed through the quality departments of ATS Team and Airline
Operator in order to comply with appropriate tools, equipment, materials, maintenance data (in
accordance with MOE 2.8) to perform the requested maintenance. Compliance to those shall be
ensured by ATS Team Managers (Maintenance and Production Planning) and finally it shall be
checked by the Quality Manager.
- C/S will carry unserviceable tags to identify defective components and will make sure these
unserviceable components are tagged properly and returned to main base or customer.
- In case of a defect, C/S shall assess and evaluate the defect in accordance with the related MOE line
maintenance procedures. If the defect rectification falls out of his authorisation scope, or when the
certifying staff is B1 but the maintenance task requires B2 certifying staff, he shall inform the
Maintenance Manager or Line Maintenance Chief and the airline operator accordingly and he shall
not release the work out of his authorisation.
- The records of the work performed shall be returned to main base as soon as possible by the
responsible C/S.

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This work flow will be monitored by the Maintenance Manager, and will be reported to competent authority
by the Quality Manager.
* After the support request from contracted airline operator, Quality Manager will evaluate the situation
regarding the operation period on the temporary route and frequency of daily check to be performed and
decide whether the case can be considered as a short term operation.

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1.10 Notification procedure to EASA regarding changes to the activities / approval / locations / personnel
References:
145.A.15; AMC 145.A.15; 145.A.30(a), (b); 145.A.70(a)10; GM 145.A.70(a)9; 145.A.85; AMC 145.A.85
EASA approval is based on the management, organisation, resources, facilities and scope of work described
in Part 1 of this Exposition. Any significant change therefore affects the conditions under which the approval
was granted and has been allowed to continue. This chapter explains how ATS Team notifies EASA of the
following changes.
1.10.1 Change of the name of the organisation;

Change of organisation name requires amendment to EASA Form 3 and therefore this change must be
notified to EASA by means of EASA Form 2, MOE revision and amended Certificate of Incorporation (Turkish
and approved English translation)
1.10.2 Change of postal address of the organisation;

This change shall be notified to EASA by means of EASA Form 2 and MOE revision.
1.10.3 Addition of an aircraft type, component rating or specialised service not in the scope of approval;
These changes require amendment to EASA Form 3 and therefore the changes must be notified to EASA by
means of EASA Form 2 and MOE revision.
For such changes, a statement signed by the Quality Manager shall always be provided (before EASA audit
takes place) confirming that processes, areas and personnel subject to the application have been reviewed
and audited showing satisfactory compliance with all applicable EASA Part 145 requirements. The relevant
audit report shall be provided to EASA on request.
1.10.4 Addition of maintenance sites and change of approved maintenance sites;

Addition of a base and line maintenance location or a change (addition or removal of aircraft types) in the
scope of an approved maintenance site shall be notified to EASA by means of EASA Form 2 and MOE
revision. Change in the scope of an approved site may be addition of a new type or addition of an engine
type associated to an aircraft type/model inside a rating already approved.
For such changes, a statement signed by the Quality Manager shall always be provided (before EASA audit
takes place) confirming that processes, areas and personnel subject to the application have been reviewed
and audited showing satisfactory compliance with all applicable EASA Part 145 requirements. The relevant
Particular attention shall be paid while adding a line maintenance station within EU territory because of the
requirement; “certifying staff of any line maintenance station located in EU Member States, must be qualified
in accordance with EASA Part 66.”

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1.10.5 Removal of a rating

Removal of a rating which is on the scope of approval shall be notified to EASA by means of EASA Form 2 and
MOE revision.
1.10.6 Change of Accountable Manager;

Accountable Manager change shall be notified to EASA by means of EASA Form 2 and MOE revision.
1.10.7 Change of any of the persons nominated under 145.A.30(b);

Nominated senior staff changes shall be notified to EASA by means of EASA Form 2, EASA Form 4 of the new
senior staff and MOE revision.
1.10.8 Addition of part number component(s) inside an already existing Cx rating;

Such changes shall be notified to EASA by means of Capability List revision.
1.10.9 Any changes in company activities that could affect the scope of approval as per EASA Form3 or MOE
chapter 1.9 and related to facilities, equipment, tools, material, procedures, work scope and certifying staff.
These changes shall be notified to EASA as soon as possible it is determined by means of an email including
details of the situation.
Quality Manager is responsible for notifying EASA with the documents (such as EASA Form 2, EASA Form 4 or
MOE) and submitting them to EASA for acceptance or approval.
ATS Team will not incorporate any change until the change have been assessed and approved by EASA.

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1.11 Exposition Amendment Procedures

References:
145.A.70(a)11, (b), (c); GM 145.A.70(a)6, 7; 145.A.85
ATS Team has no indirect approval privilege and therefore MOE revisions are not classified as minor or
major. All revisions of MOE, capability list (caplist), certifying staff list (cslist) and NDT manual (NDTM)
require EASA approval and revisions of these documents become effective when approved by the EASA.
Quality Manager is responsible for submitting revisions of MOE, caplist, cslist and NDTM to EASA for
approval. He is also responsible for editing, releasing and distributing of these documents after EASA
approval.
Previous revisions and approval pages of MOE, caplist, cslist and NDTM are kept by Quality Manager for 5
years.
1.11.1 Revision of MOE

Changes mandated by the EASA in written form may be implemented before the MOE is approved if it
requires immediate action by ATS Team.
If an MOE procedure is revised in order to develop mentioned procedure, the revised procedure may be
used without waiting approval of EASA provided that it covers all aspects of previous approved version.
Accountable Manager Statement shall be signed for each MOE revision.
For each MOE revision, revised procedures shall be checked by using MOE compliance checklist.
MOE revisions are initiated for following cases;
Changes in regulatory requirements

EASA User Guide UG.CAO.00024-001 and EASA Part 145 are the references for regulatory updates of MOE.
Quality Manager follows EASA Part 145 and related EASA regulations and User Guides changes by following
EASA web site and when there is a change in these documents, related departments are informed by
sending changed regulations and the implementation date of them. Related departments revise the
procedure that are affected by the revised regulation and send to Quality Manager for review. Quality
Manager will finalise the MOE revision procedure and send the revised MOE to EASA for approval
Annual internal review

Before the end of January each year, MOE is completely reviewed by quality department in accordance with
MOE compliance checklist (F-QM-005).
Internal or external audit findings or requests from departments

If a procedure is found incorrect or missing during internal or external audits, Quality Manager shall assess
the audit finding and revise the related MOE procedure.
Additionally procedural updates will be implemented upon Authority or department requests. (Requests by
departments will be submitted to quality department by e-mail.)

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Changes listed in 1.10

For addition of an aircraft type, component rating or specialised service not in the scope of approval, related
departments shall ensure that the necessary facility, tools, equipment, material, technical data and
authorised personnel are available as required. Quality department shall ensure by means of an internal
audit that all EASA Part 145 requirements are fulfilled.
For addition of maintenance sites and change of approved maintenance sites; quality department shall
ensure by means of an internal audit that processes, areas and personnel subject to the application have
been reviewed show satisfactory compliance with all applicable EASA Part 145 requirements. The relevant
When a change in the layout of an approved facility is needed, Quality Manager shall be informed by the
related department Manager in order to ensure that the change is evaluated by the Quality Manager and if
required an on-site audit is performed.
Issue and revision number and date are recorded to the header of each MOE page. MOE revision is normally
carried out by increasing the revision number but when comprehensive changes in each chapter are made,
new issue to MOE may be published.
- For MOE revisions, changes in each page shall be highlighted by a vertical line to the revised parts of
revised pages. Changes shall be summarised at record of revision chapter of MOE
- For MOE issues, changes are not highlighted and summary of changes is not listed.
List of effective pages will be revised with each issue or revision so that each MOE copy can be checked and
kept update.
1.11.2 Revision of capability List;

If a new component is to be added to the caplist which is covered by the component ratings (Cx) listed in the
scope of approval (EASA Form 3), the Maintenance Manager will ensure that the necessary facility, tools,
equipment, material, technical data and authorised personnel are available as required for the planned work
by means of Capability List Revision Conformity Form (F-MM-179).
Quality department performs an on-site audit and checks the accuracy of the information in the mentioned
form and after the audit is completed satisfactorily, caplist is revised by Maintenance Manager and Quality
Manager. Quality Manager sends the revised caplist with a proper statement to EASA for approval. After
getting the EASA approval, revised caplist is put in the server for use by all related ATS Team departments by
Quality Department.
In case a change is required for a component which is already in the approved caplist, such as similar P/N
addition or change of the maintenance type change or deletion of the component, also the above procedure
is followed. However, a shop audit may not be necessary and Quality Manager can make a decision by
evaluation of the data provided.
The capability list has a cover page indicating who has prepared the list and revision number and date.
Revision highlights are also listed at a separate section and this section includes which part numbers are
added, deleted or suspended at the latest revision. The revised part numbers are highlighted in the list. Each
page of the list includes revision number, revision date and approval number of ATS Team.

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1.11.3 Revision of certifying staff list;

The updating procedure of the certifying staff list is the responsibility of the Quality Manager.
New staff or new authorisations are evaluated and assessed in accordance with 3.4. For the eligible
authorisations, draft certification authorisations are prepared and the list is updated by increasing the
revision number. The assessment checklists for the new authorisations shall be attached to the list and the
list shall be sent to EASA for approval.
After EASA has approved the certifying staff list, the list is published in the intranet server and certification
authorisations are issued by quality department.
Certifying staff list also includes Support Staff authorisations.
The certifying staff list has a cover page indicating who has prepared the list and revision date of the list.
Revision highlights are also listed at a separate section “record of revisions” and this section includes the
changes at the authorisations of the staff and the deleted authorisations at the latest revision. The revised
authorisations are highlighted in the list and each page of the list includes revision date.
1.11.4 Revision of NDT manual

NDT Manual (TPM-02) is NDT detailed procedures and each revision is internally approved by Contracted
NDT Level 3. And after the internal approval, Quality Manager sends each revision to EASA for approval.

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INTENTIONALLY LEFT BLANK

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PART 2 – MAINTENANCE PROCEDURES
2.1 Supplier evaluation and subcontract control procedure

References:
145.A.42(a); AMC 145.A.42(a); 145.A.70(a)12, 14, 16; 145.A.75(b); AMC 145.A.75(b)
2.1.1 Purpose
ATS Team operates a supplier and subcontract control procedure that is designed to assess prospective
suppliers of goods, services, or material in their ability to conform to the requirements of the EASA and
Company’s requirements.
It is the Supply Department’s responsibility to assure material quality from the point of supplier evaluation
throughout initial order, receipt, handling and storing by the adoption of appropriate inspection procedures.
Suppliers / Sub-contractors / Stock lists (hereafter referred to as Vendors) will be approved in accordance
with this procedure.
EASA approved or accepted organizations will not normally require audit, unless circumstances indicate a
requirement. Audits will then be initiated at the discretion of the Quality Manager.
2.1.2 Responsibility
The control and auditing of Vendors is responsibility of Supply Department and records of audit reports,
certificates, list of suppliers, incoming inspection results are kept under control of Subcontracted Supply
Company at least 3 years.
2.1.3 Procedure
Supplier and vendor assessments are initiated by Supply Department. And then, Quality Manager evaluates
and determines the suppliers. The degree of assessment will be influenced by the type of supplier that has
been involved in the case of the each subject.
For the case of MRO / Repair Station; the requested documents for evaluations process are described as
follow:
• Detailed information and certificates supplied from related vendor;
• The current EASA qualification;
• The company’s known track record in aviation supply and subcontract services;
• The scope of their accreditation to national and international certification bodies;
For the case of Manufacturer’s; the requested documents for evaluations process are described as follow:
For the case of Dealer’s; the requested documents for evaluations process are described as follow:

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• The operation of a system that provides full traceability.
Once it has been established that the supplier meets the Company’s requirements, they will be approved by
Quality Manager and be registered in the Approved Vendor List (AVL).
2.1.4 Approved Suppliers and Subcontractors

All supplier approved by the Quality Manager will be registered in the Approved Vendor List (AVL).
The list shall contain the following information:
• A registration number assigned to each approved vendor
• The type of vendor, i.e. an OEM, OEM Approved Supplier, a distributor, a repair station approved
by EASA, etc…
• The types of parts or material or services provided to ATS Team
• Authorisation due date
2.1.5 Monitoring of Suppliers

Store inspectors (license holders and authorised store personnel) are responsible for performing the
incoming receiving inspection to ensure that the received parts and materials are in compliance with the
applicable airworthiness requirements.
Deviations are reported to the Quality Manager and he / she is responsible for supplier audit procedure, for
follow up actions.
Keeping of Vendor’s Certificates and Caplist etc…

All relevant vendor certificates and CAPLIST are kept at Quality Department to submit EASA Representatives
during any audits if necessary.
Computer data files will be updated to reflect the current status of the “Approved Vendor List”. This list is
maintained by the Sub-contracted Supply Company and circulated to all relevant Departments via e-mail.
2.1.6 Quality Audits Methods of Suppliers

Applications for additions to the Approved Vendor List are submitted on a form to the Quality Department
who will react in one of the following ways:
1- Arrange a Postal Audit
2- Perform an On-Site Audit.

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Postal Audit
Postal audits are accomplished using “Suppliers Postal Audit Form”. The Quality Department will mail this
form with accompanying letter to the Quality Manager of the Vendor, requesting information on Company
and return of the completed form to the Quality Department.
When the Vendor has returned Suppliers Postal Audit Form, it is passed to Quality Manager for evaluation.
From information given on this form the Quality Manager will decide on Vendor's suitability for inclusion in
the F-QM-020 “Approved Vendor List”. The form will be filed in the Quality Department.
Note: Suppliers Postal Audit Form may also be used for updating Quality Department records when required.
On-Site Audit
In case of long-term support agreements, major maintenance activity subcontract agreements, subcontracts
to Non-Part 145 organizations require On-site assessment of the vendor to ensure it qualifies for inclusion in
the Approved Vendor List. It is the responsibility of the appointed quality personnel to ensure ATS Team
approval is only granted to reputable Vendors who have the necessary storage, facilities and expertise and
meet applicable EASA Regulations and ATS Team quality standards.
A Vendor shall not be assessed unless the subcontracted Logistic Department indicates intention to purchase
aviation products from that company or a department subcontracts a maintenance activity. The approval
request must be adequately justified and be supported with the Vendor's acceptance of ATS Team Quality
Approval requirements.
Audits and Frequency

Each Vendor will be monitored for the date of audit activity according to an audit program and will be re-
evaluated annually.
As a follow up to the external audit activity, an internal assessment system is used whereby each Vendor is
accredited points initially and has them deducted according to a standard which relates to accuracy of
documentation, condition of part on receiving etc.
Vendors failing to retain sufficient points will be contacted with a report, and will be removed from
Approved Vendor List if remedial action is not effective.
Audit program will ensure that all Vendors of aeronautical parts continue to conform to the requirements.
2.1.7 System for Placing Purchase Orders

Purchase orders are placed with suppliers who are listed in the Approved Vendor List. If the listed suppliers
cannot supply the parts, materials or services, other suppliers may be considered by the supply chief on case
by case basis, with condition that the part or material has appropriate certificate or documentation iaw. Part
2.2.3 of this MOE. For the services that cannot be given by the subcontractors listed, appropriately approved
organizations will be contacted by the maintenance management and quality management will be informed.
SAP software is used to issue purchase orders. The type of release certification required by ATS Team shall
be stated in the purchase order.

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Purchase orders are reviewed by the assigned Quality Auditor during the audits of suppliers and
subcontractors to verify the incorporation of applicable quality requirements.

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2.2 Acceptance / inspection of aircraft components and material from outside contractors
References:
145.A.42(a)1, 4, 5, (c); AMC 145.A.42(a), (b), (c), (d), (e); 145.A.55(a); 145.A.70(a)12, 14, 16
2.2.1 Purpose
To describe the method of compliance with EASA Part 145.A.40 and EASA Part 145.A.42 procedures.
Acceptance / inspection shall provide that only approved parts in serviceable condition will enter the store
positions.
It is the responsibility of the Receiving Inspectors (license holders / authorised store personnel) to ensure the
requirements of this procedure are complied with. Authorised store personnel requirements (inspection) are
explained in MOE 3.11.
2.2.3 Component / Material Acceptance Procedures

All material and components supplied by outside approved Contractors / Suppliers or transferred between
ATS Team stores will be inspected on receipt to ensure compliance with the requirements of all relevant
legislation. Material and components delivered to ATS Team are subjected to receiving inspection by
Receiving Inspector authorised by Quality Department. F-MM-193 (Store Receiving Inspection Form) is filled
by the store staff that are authorised for incoming inspection. All components and materials received into
the stores are quarantined prior to inspection and tagging with a Serviceable Label. In other words; no
incoming materials will be stored before inspection by the Receiving Inspector.
For the materials having Material Safety Data Sheet (MSDS), appropriate storage conditions will be ensured
by the store incoming inspector staff, in accordance with the evaluation of the MSDS.
Once items have been checked and accepted by the stores personnel, the items are then located for storage
in incoming area.
On receipt, items will be held in a receiving inspection area prior to inspection.
The inspection will ensure that all items confirm to purchase order, are correctly packaged, correctly blanked
and received in good condition. Documentation will be inspected to ensure that the requirements of all
relevant legislation are complied with.
Typical checks to be performed:
a) Verify the general condition of components and their packaging in relation to damages that could affect
the integrity of the components;
b) Verify that the shelf life of the component / material has not expired. For fire extinguisher cylinders,
weight check and hydrostatic test next dates are recorded in a list (excel file) and followed by store
personnel periodically as expiry dates of components and chemicals.
c) Verify that items are received in the appropriate package in respect of the type of component: e.g.
correct ATA 300 or electrostatic sensitive devices packaging, when necessary;

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d) Verify that component has all plugs and caps appropriately installed to prevent damage or internal
contamination. Tape should not be used to cover electrical connections or fluid fittings/openings
because adhesive residues can insulate electrical connections and contaminate hydraulic or fuel units.
All incoming materials are inspected for conformity to the purchase order, test report, manufacturers’
specifications etc. In addition any component with P/N and S/N and in any case when it is required on the
purchase order or when the component is fitted on an operator’s aircraft, one of the following documents
must be attached, which ensure eligibility to EASA:
1. EASA Form 1
2. JAA Form One issued prior to 28 September 2005 by a production organisation provided customer
acceptance is also confirmed.
3. JAA Form One issued prior to 28 September 2004 by a JAR 145 organisation approved by a JAA Full
Member State.
4. Dual Release EASA Form 1 from EASA approved and FAA approved organisations.
5. FAA Form 8130-3 from FAA Approved organisations or approved by DAR. (Only for new
components/parts)
6. FAA Form 8130-4 from FAA Approved organisations.(Only for engines)
7. Dual Release FAA Form 8130-3 from FAA and EASA Approved Repair Stations located in US.
8. Transport Canada Authorised Release Certificate (TCCA Form one) from Canada CAA Approved
Organisations. (Only for new components/parts)
9. Dual Release Transport Canada Authorised Release Certificate from Canada CAA Approved and EASA
Approved organisations.
10. Shop Report and / or Inspection / Investigation Report or any other technical document issued by the
TCH, if supplier / contractor is TCH of the component / part.
11. Certificate of Conformity or Certificate of Compliance for standard parts, raw material and chemicals
which are defined at 2.2.3.1. All chemicals must be accompanied by Material Safety Data Sheet (MSDS).
The information such as production standard references written on this document must prove that the
component or part is airworthy. Manufacturer or supplier Lot/Batch number is required for traceability.
Certificate of Conformity may also be acceptable for parts / components which are not classified as
standard parts if issued by the original equipment manufacturer.
Other than these certificates will be classified as Non Eligible to EASA and cannot be used under EASA Part
145. Any item in storage without an EASA Form 1 or equivalent cannot be installed on aircraft registered in a
Member State.
2.2.3.1 Materials Other Than Components

Standard Parts:
Standard parts are parts manufactured in complete compliance with an established industry, Agency,
competent authority or other Government specification which includes design, manufacturing, test and
acceptance criteria, and uniform identification requirements. The specification should include all information
necessary to produce and verify conformity of the part.

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It should be published so that any party may manufacture the part. Examples of specifications are National
Aerospace Standards (NAS), Army-Navy Aeronautical Standard (AN), Society of Automotive Engineers (SAE),
SAE Sematec, Joint Electron Device Engineering Council, Joint Electron Tube Engineering Council, and
American National Standards Institute (ANSI), EN Specifications etc…
Documentation accompanying standard parts should clearly relate to the particular parts and contain a
conformity statement (certificate of conformity, certificate of compliance etc.) plus both the manufacturing
and supplier source. Some material is subject to special conditions such as storage condition or life limitation
etc. and this should be included on the documentation and / or material packaging.
An EASA Form 1 or equivalent is not normally issued and therefore none should be expected
Consumable material is any material which is only used once, such as lubricants, cements, compounds,
paints, chemicals dyes and sealants etc.
Raw material is any material that requires further work to make it into a component part of the aircraft such
as metals, plastics, wood, fabric etc.
Material both raw and consumable should only be accepted when satisfied that it is to the required
specification. To be satisfied, the material and or its packaging should be marked with the specification and
where appropriate the batch number.
EASA Form 1 or equivalent should not be issued for such material and therefore none should be expected.
The material specification is normally identified in the (S)TC holder’s data except in the case where the
Agency or the competent authority has agreed otherwise.
Receiving assessment of all received items is carried out. If incoming inspection is satisfactory, the Store
Inspector shall mark accepted on Store Receiving Inspection Form.
If items are found not to comply with the requirements / standards during receiving inspection will be
returned to quarantine pending action by Quality Department or returned to the Supplier. Store Receiving
Inspection Form shall be marked as rejected.
After inspection, copies of EASA Form 1, JAA Form One, FAA Form 8130-3 or Certificate of Conformity are
kept in files by store department.
Customer supplied parts are reviewed, inspected, tested, marked and stored in the same manner as ATS
Team parts. When specified by maintenance agreement, special handling and tagging instructions from
customers will take precedence over the company's standard procedures.
Loss, damage, deterioration or unsuitably of a customer's parts are recorded and reported to the customer.
2.2.3.2 Segregation
Components are segregated according to the following categories:
a) Serviceable Components: Components which are in a satisfactory condition, released on an EASA Form
1 or equivalent. (Refer to 2.2.3)
b) Unserviceable components
c) Unsalvageable components (components which have reached their life limit or contain a non-repairable
defect is classified as unsalvageable) and shall not be permitted to re-enter the component supply
system unless certified life limits have been extended or a repair solution has been approved)

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d) Standard parts used on an aircraft, engine or other aircraft component when specified in the
manufacturer IPC and/or the maintenance data
e) Material both raw and consumable used in the course of maintenance. All material shall be
accompanied by ATS Team Forms clearly relating to the particular material and containing conformity to
specification statement plus manufacturing and supply source
Prior to installation of a component, ATS Team personnel shall ensure that the particular component is
eligible to be fitted when different modifications and/or airworthiness directive standards may be applicable.
EPA and PMA

Parts manufactured under the provisions of European Parts Approval (EPA) may be installed on commercial
operators’ aircraft/aircraft components upon acceptance of the customer and approval of the customer’s
NAA, if required.
In accordance with EASA Decision 2007/003/C, PMA parts received from the USA are acceptable in terms of
EASA regulations only under the following conditions:
a) The PMA part is not a ‘critical component’. A ‘critical component’ is a part identified as critical by the
design approval holder during the validation process, or otherwise by the exporting authority. Typically,
such components include parts for which a replacement time, inspection interval, or related procedure
is specified in the Airworthiness Limitations section or certification maintenance requirements of the
manufacturer’s maintenance manual or Instructions for Continued Airworthiness. In this case, the
statement ‘This PMA part is not a critical component’ should be written in Block 13 of the FAA Form
8130-3.
b) The PMA part conforms to design data obtained under a licencing agreement from the holder of the
FAA design approval according to 14 CFR 21.303C (4) of the Federal Aviation Regulations. In this case,
the statement ‘Produced under licencing agreement from the FAA design approval holder’ should be
written in Block 13 of the FAA Form 8130-3.
c) The PMA holder can show that the part has received an explicit approval by means of a design change
or STC from EASA or, when this approval was granted prior to 28 September 2003, from any of the
National Aviation Authorities of the Member States of the European Union. In this case, the reference
to this authorisation should be seen in Block 13 of the FAA Form 8130-3.
If available, customer’s related procedure(s) and/or the conditions defined in the applicable agreement(s)
are also to be followed during acceptance of PMA parts.
2.2.4 Components Removed Serviceable from Customer Aircraft

Components removed serviceable from a customer aircraft shall be labelled and routed in accordance with
the requirements of signed maintenance agreement between ATS Team and its customers. If the agreement
states that customer serviceable labels will be used for such components, then ATS Team will not issue ATS
Team serviceable labels.
For the re-release of components removed serviceable from an aircraft refer to Part 2.16.

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2.2.5 Suspected Unapproved Parts / Bogus Part

It is ATS Team policy to use only approved parts and to exercise best effort to protect the use of Suspected
Unapproved Parts during its maintenance activities at all levels. For clarification purposes, examples for
Suspected Unapproved Parts are provided as below:
1. Counterfeit altered or fraudulently marked parts, components or materials.
2. Parts shipped directly by a manufacturer or distributor, who does not hold or operate under the EASA of
a production approval holder (PAH) of the part or who does not have direct shipment EASA from Type
Certificate Holder,
3. Scrap parts which have been re-manufactured to look new,
4. Life limited parts which have expired their life limit and reworked to look new,
5. Stolen parts with forged certification,
6. Parts manufactured for military customers which do not conform to civilian airworthiness requirements,
7. Parts which have been maintained by a facility which does not hold a JAR-145 and/or EASA Part 145
and/or FAR-145 approval,
8. Standard parts which have been obtained from a non-aviation source and do not meet JAA and/or EASA
and/or FAA requirements,
9. Parts which do not have acceptable certification documentation (JAA Form One, EASA Form 1, FAA
Form 8130-3, etc.)
10. Parts which have been removed from an aircraft involved in a serious accident and have not been
inspected, tested and/or repaired after the accident in accordance with the manufacturer’s approved
manual,
11. PMA or DER approved parts for components, engines and/or aircraft manufactured by countries other
than U.S.A.
12. Production over-runs: Some manufacturers may produce parts for an aircraft manufacturer and may
make more parts than ordered to compensate for rejects. Such excess parts may be sold in the market.
Such parts are considered as unapproved since they have not been subject to the aircraft
manufacturer’s quality system.
Note: As definition, counterfeit part is a part made or altered so as to imitate or resemble an ‘approved part’
without authority or right, and with the intent to mislead or defraud by passing the imitation as original or
genuine.
Receiving staff shall inspect all parts and materials upon receipt and shall ensure that the part and its
documentation comply with the requirements of ATS Team as indicated on the purchase and/or repair order
and/or all relevant ATS Team procedures. Release certificates such as JAA Form One, EASA Form 1, FAA Form
8130-3, etc. shall be inspected carefully to ensure they have not been altered or forged.
Receiving staff shall also make sure that release tags (FAA Form 8130-3) of PMA parts received from the
U.S.A. are clearly stamped ‘PMA Part’ in Block 13.
Available JAA, EASA and FAA publications regarding Suspected Unapproved Parts such as but not limited to
‘Unapproved Parts Notification and Safety Checklist’ issued by the FAA shall be reviewed by Quality
Manager. Quality Manager shall inform the related Manager(s). Each Manager is responsible to take
necessary corrective actions under their responsibilities. Such corrective actions shall be monitored by
Quality Manager. It is the responsibility of subcontracted Purchasing and Logistics Department to order the

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aircraft parts/components from approved sources, vendors and distributers and systematically request the
correct release documentation. This is also the best way to protect the Organisation from the entry of
Suspected Unapproved Parts into the system.
Receiving staff shall segregate all such suspected parts in quarantine and obtain necessary documentation if
inadvertently not provided, or determine if irregularities are as a result of shipping or handling damage.
If, after all investigations, the receiving staff makes sure that the part is a Suspected Unapproved Part, this
situation shall be informed to Quality Manager by Purchasing and Logistics Department and the part shall be
quarantined. Quality Auditors shall check the part and documents. If the situation is confirmed by Quality
Auditors, this situation shall be reported to the EASA by Quality Manager.
It is also important for the mechanics who install parts and/or components to be alert regarding the physical
features of the parts/components they install. Obviously, the installers, i.e., the mechanics, are the last
protection point to prevent a Suspected Unapproved Part’s installation on an aircraft/engine/aircraft
component. If they notice some discrepancies and/or differences in the physical features such as the shape,
the colour, the texture, etc., of the part/component they install, they shall inform immediately their
Manager, who shall notify Quality Manager in writing. If the situation is confirmed by Quality Auditors,
Quality Manager shall report this situation to the EASA.
Quality Auditors may also discover Suspected Unapproved Parts during their scheduled and/or unscheduled
audits in Maintenance Organisation. In this case, this situation is informed to the EASA and Purchasing and
Logistics Department by Quality Manager.

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2.3 Storage, tagging and release of aircraft components and material to aircraft maintenance
References:
145.A.25(d); AMC 145.A.25(d)1, 2, 3; 145.A.40(a); AMC 145.A.42(b); 145.A.70(a)12
Complete material flow control is performed through SAP computer programme accessible to Stores Staff.
Material position is determined by store position system which contains cross-reference between Part
Number and Store position. Material handling during storage is performed on manual base.
It is the responsibility of the Stores Staff to receive components and materials into Stores. The release of
aircraft components is carried out by the Stores Staff to submit to the Maintenance Personnel. It is the
responsibility of maintenance staff to ensure all parts carry appropriate tags, which indicate the part status.
2.3.1 Storage of Aircraft Component & Material

a) Items will be stored in bonded stores in accordance with EASA or the manufacturer’s special storage
recommendations. The environmental conditions of each storeroom and warehouse are monitored and
remedial action will be initiated in those areas in which the temperature or humidity or both exceed the
specified limits.
b) The premises for the storage of aircraft components and materials shall be kept clean, well ventilated
and maintained at an even, dry temperature to minimize the effects of condensation.
c) Adequate fire extinguishers must be in place where appropriate and must be maintained in a
serviceable condition.
d) Where applicable, open racks are used to allow a free circulation of air. Parts and materials shall not be
stored directly on the floor unprotected.
e) Long lengths of material such as extrusions, tubes and bars shall have closely spaced supports along
their length. Care must be taken when placing the materials in the storage racks to prevent indentations
and scratches.
f) The components must be wrapped / sealed by use of plastic bags, racks with covers and all other
methods determined by manufacturer appropriated to assure protection until the unit or part is used.
g) Chemicals will be evaluated according to its Material Safety Data Sheet (MSDS) by the incoming
inspector of store while receiving inspection, and accordingly they will be stored in appropriate
conditions.
Work and Storage Areas for Non-ESDS (Electrostatic Discharge Sensitive) Items
All Non-ESDS devices are stored in its original package in the storage area meeting below listed conditions.
 Parts and assemblies in sealed packages are stored in a controlled area provided the max.
temperature to which they are exposed does not exceed 65 C.
 Parts and assemblies in sealed or unsealed packages are stored or handled in an area meeting
following conditions for up to one hour for Receiving Inspection.
- Temperature must be between 16 C and 38 C.
- Humidity is not limited.

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- Air pressure differential is not required to observe.

- Unidirectional flow is not required.
- Change rooms are not required.
 All bare unpackaged parts and assemblies are packaged, stored and handled in an area meeting
above listed conditions.
Following equipment is available for use, as necessary, to test and control the storage area.
- Temperature measuring device in the range of 19 to 25 C.
- Humidity measuring device in the range of 30 to 60 percent.
Wire and cables are stored unpackaged in the storage room, which covers the above listed conditions.
Before issuing wire and cable to the maintenance, it shall be visibly free of all dust, dirt and other
contamination, when viewed without magnification. Wire reels (or spools) are stored in such a manner that
the flanges on one reel cannot touch the wire or cable on the adjacent reels. A protective covering, such as a
cardboard wrap, is use during storage or shipment.
Work and Storage Areas for ESDS Items

All ESDS devices are stored in its original package in the storage area meeting below listed conditions.
 All parts and assemblies are handled and stored in an area meeting the following requirements.
- Maximum humidity shall not exceed 65 percent.
- Air pressure differential may be as required.
- Unidirectional air flow is not required.
 Parts and assemblies in sealed or unsealed packages are stored in an area meeting following
conditions.
- Humidity is not limited.
- Air pressure differential is not required to observe.
- Unidirectional flow is not required.
 Conductive foam shall not be used as shorting material for insertion into electrical connectors.
 Parts and assemblies shall be stored in bubble packs in the storage room.
 The following procedures will be applied for incoming inspection of ESD:
- ESD incoming inspection area floor grids shall be grounded.
- All ESDs shall be handled using approved grounding wrist straps and conductive desk mats.

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- ESDs shall only be packaged in ESD approved conductive packaging, sealed with conductive
tape.
- ESDs shall not be stored on shelving covered with carpets, foam, vinyl or any other material
that can store or produce an electrical charge.
- Warning and caution signs and decals shall be placed in areas where ESD are handled.
- Wrist straps and ear thing mats shall be tested to ensure conductivity annually and test
results shall be recorded.
Life Vest Storage Procedures (Life Vest CMM’s)

 Store life vests in a dry location in original shipping package.
 Desirable storage temperatures are normal room conditions.
 Humidity must not exceed 90 percent. If it exceeds this value sent the life vests to shop.
 Life vests shall be stored in a clean, dry and contaminant free area free away formant heat source.
 Handling the life vests shall be minimized. Exercise reasonable care and precautions necessary for
treatment of high-pressure gas storage equipment.
 It is imperative to realize that each and every life vest is “lifesaving” equipment and should be
treated with the maximum care available for operational use whenever desired.
Valve Storage Procedures (Valve CMM’s)

 Store unit in its original shipping package.
 Store unit in an area away from excessive heat, dust, moisture and corrosive fumes.
 Storage temperature should not exceed 38 C.
 Humidity is controlled beyond the prevention of moisture collecting on the unit.
 Unit shall be wrapped in pH neutral paper.
 Unit shall be packed with dehydrating agent in appropriate of barrier material.
 Cap all electrical receptacles and all ports.
Battery Storage Procedures (Battery CMM’s)

The active materials of the sintered-plate in a battery do not react significantly with the electrolyte during
use or storage. Batteries may be stored for long periods of time in any state of charge or discharge without
damage. They also stored in their original package.
If electronic component is not protected with antistatic material, such wrapper or bag is added before final
storage on the shelf.

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Oxygen Bottles Storage Conditions

 In principle oxygen bottles shall be packed in soft material that prevents electrical discharges and
scratches and shall be strictly separated from any grease or parts covered with grease or lubricants.
Portable oxygen equipment could be wrapped in bags only for storage and transportation. Valve
outlets shall be closed and covered with clean and new caps in any case to avoid penetration of
moisture. Discharged bottles (no pressure indication) shall be returned to the overhaul shop.
Charged oxygen bottles shall be stored cool and shall be separated from easily ignitable materials.
 Oxygen bottles shall be placed on foam rubber or similar and shall not touch each other.
 Sharp edges on shelves shall be prevented in order to avoid scratches during removal.
 Preferable oxygen bottles shall be stored in shelves above the floor and protected from oil and
grease dripping.
2.3.1.1 Stock Control

Store personnel are responsible for segregation, identification of parts to assure those parts does not
become contaminated with foreign matter and that only serviceable components / parts are supplied to
aircraft and maintenance staff. Store personnel also shall give attention to rotable, perishables, flammable
fluids, engines, bulky assemblies, special storage requirements.
Store personnel are also responsible for proper issuance and rotation of stock to prevent the expiration of
shelf life.
EASA eligible and non EASA eligible materials will be segregated by store staff.
EASA eligible materials are identified at 2.2.3.
2.3.2 Tagging and Identification of Parts

a) All components/parts in storage or awaiting repair must be properly identified by the use of serviceable,
unserviceable, scrap, or other appropriate tags for traceability purposes:
F-MM-039 Serviceable & Unserviceable Parts Form
F-MM-040 Serviceable Parts Tag
F-MM-041 INOP Sticker
F-MM-049 Scrapped Part Tag
F-MM-050 Calibration 'Do Not Use' Tag
F-MM-051 Pressurized Bottle Label
F-MM-052 Chemical Control Label
F-MM-057 'No calibration required' Sticker
F-MM-216 Ident Label
b) All tags must be appropriately completed and attached to units requiring repair or waiting for
utilization.
c) The tags are attached to the component after inspection.

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d) The parts/components which are unable to operate in their standard operating conditions must be
tagged with F-MM-041 INOP Sticker.
e) The parts which operate in their standard operating conditions must be tagged with F-MM-040
Serviceable Parts Tag. (Standard parts, raw material, chemicals, repairable/testable parts except
components).
f) For the parts/components which are operative and fit for use, F-MM-039 Serviceable & Unserviceable
Parts Form is used by filling in the Serviceable Side, and for the opposite case F-MM-039 form by filing
in Unserviceable Side is used.
g) An unserviceable shall be tagged with an Unserviceable Label (or equivalent) provided by Customer, in
accordance with the Customer’s requirements, where applicable. If the Customer does not have a
requirement for ATS Team to use the Customer’s unserviceable label (or equivalent) then ATS Team
Unserviceable tag shall be used.
h) Parts which are robbed to service another aircraft shall be tagged / labelled in accordance with the
Customer’s / Operator’s robbery procedures. If the Customer’s / Operator’s do not have a requirement
for ATS Team to use Customer’s / Operator’s tags/labels, then F-MM-039 Serviceable & Unserviceable
Parts Form shall be used.
i) Components, panels and standard parts removed temporarily during base maintenance shall be tagged
with ident label (F-MM-216) and stored as serviceable part storage conditions.
Handling of Parts
All removed parts from aircraft and all component-awaiting repairs are identified by using appropriate tag
and are placed in identified area in order to assure that all parts are segregated from serviceable units and
must be protected as necessary.
All rejected parts have been attached a specific tag and are properly segregated from all other repairable or
serviceable parts.
When equipment is withdrawn from the stockroom the stock is properly updated.
Materials requiring special storage conditions (seals etc.) are stored in a room protected from light with
controlled temperature and humidity as necessary.
2.3.3 Storage Procedures of Components Coming from Outside Repair Stations

After performing the incoming inspection requirements specified at section 2.2.3 of this MOE, all
components coming from outside repair stations are stored in accordance with EASA or the manufacturer’s
special storage recommendations. Proper tagging must be applied to the subjected parts in accordance to
the requirements stated at this MOE.
2.3.4 System for Control of Shelf Life Items

a) Store Inspectors shall check the receiving documents to ascertain the expiry dates of the material
received. SAP software is in use for tracking the shelf life materials.
b) Engineering defines all items that have limited shelf life according to manufacturer recommendation
and data is recorded into the computer system to be used by certifying staff and shelf life limits are

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written on the serviceable tags by certifying staff, during release at Receiving Inspection for incoming
material.
c) For chemical materials with shelf life; during receiving inspection, F-MM-052 Chemical Control Label
indicating the date of shelf life ends, is attached to each container. Store personnel follow the shelf life
of chemicals manually.
d) Personnel (end users) accepting shelf life items are responsible for performing a final check to ensure
that only non-expired material is accepted for use on the aircraft.
e) Store Inspector shall generate a monthly list of shelf life materials with less than 45 days to expiry for
review.
f) Materials completed or that are about to complete their shelf life are listed and put out of usage. All
expired products shall be transferred to the Quarantine Store while waiting Planning and Engineering
Management disposal instructions. Disposal is implemented by authorised & contracted company.
2.3.5 Release of Components to Aircraft Maintenance

Component release shall be recorded by ATS Team store staff. Technician/Certifying staff has to ensure that
the component is fit for the aircraft by applying receiving inspection. Any component without appropriate
documentation (EASA Form 1 or equivalent) cannot be installed on aircraft. All aircraft rotable components
shall be accompanied by an Operator’s serviceable tag or ATS Team serviceable tags.
Only spare part, component, consumable, expendable and raw material properly equipped with certification
document may be considered as serviceable and therefore may be released to aircraft maintenance.
If certification document is issued per each part separately material has to be released together with the
certification document.
For parts with certification document issued for certain quantity of parts together, certification document
must be presented at release of the material to the authorised maintenance personnel but should stay
stored with the not released material.
When a component or part is released from the stock to aircraft maintenance, the “Released from Stock
Form” shall be completed for the part removed from stock. Released from Stock Form must be completed
for all aircraft related items, available at the station, must be filled any time a part is removed from the store.
At least the following information should be entered into the log.
- Manufacturer's part number
- Quantity
- A/C registration where part will be installed.
It is understood that at release of aircraft components / material to aircraft maintenance the final
responsibility to accept only components / material with proper certification attached remains at authorised
maintenance personnel which has to make sure that applicable component / material is equipped with the
appropriate certification document before they accept it from the store for the installation on the aircraft.
Unused spare parts can be re-stored to its basic location if Acceptance Inspection is performed. Until
Acceptance Inspection is finished, such parts are located in the Incoming Inspection area.

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2.3.6 Part Scrapping and Disposal of Scrapped Parts and Material

It is required that the aircraft parts and materials which are not in repairable condition by any reason, should
be kept in Quarantine Area until they will be disposed. Quarantine Area is a segregate place from serviceable
parts. The aim of scrapping parts and materials is to ensure that parts are not used in aviation industry
afterwards.
Where the specified below situations exist, the aircraft parts or materials may be scrapped.
- The Reports from appropriately approved repair station stated that the part could not be repaired.
- BER (Beyond Economical Repair) Reports from appropriately approved repair station.
- The part’s life limit is expired in accordance with manufacturer standards and/or AMO A/C
Maintenance Programme.
A scrap part may be stored maximum one year in quarantine area in order to re-evaluate its status. After
that it will be disposed as not to be dangerous and harmful to the environmental conditions.
Scrapped parts are disposed as follows;
- Parts which can be disassembled will be disassembled and rendered as not usable on any condition.
Disassembled parts will be also damaged and kept in a waste container.
- Parts which cannot be disassembled, will be damaged, crushed, cracked, sawed or made a hole in
the part/material as not usable on any condition and kept in a waste container.
- Any gas filled parts like Bottles, Cylinders, Reservoir Assemblies, etc. are first discharged, and
thereafter disassembled and damaged.
Maintenance Manager is responsible for scrapping parts or materials and removing them from stock
inventory, and following other necessary actions per this procedure. Maintenance Manager will ensure that
scrapped parts cannot be used on aircraft by any way.

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2.4 Acceptance of tools and equipment

References:
145.A.40(a)1, 2, 3, (b); AMC 145.A.40(a), (b); 145.A.70(a)12
2.4.1 Purpose
This chapter concerns acceptance of tools and equipment and components that are used at ATS Team
Hangar, IST Base and all Line Stations for maintenance of any type of aircraft specified in ATS Team rating list.
The procedures for acceptance of tools, equipment, material and components ensure compliance with the
requirements of EASA Part 145.A.40(a).
All additions to capability listing will be researched to ensure that all applicable tooling is available. Any
special component test equipment will be obtained to the specifications detailed in the component
manufacturers test data, as required.
All test equipment will be allocated a unique identity number on receipt into the company. A calibration
periodicity will be applied in accordance with the parameters laid down in the procedures for control and
calibration of precision tools and test equipment.
Tools and equipment and components will be stored in areas designated for this purpose.
It is the responsibility of the Maintenance and Engineering Departments to place orders for tools and
equipment and components with approved suppliers only via Supply Department. It is the responsibility of all
users and inventory holders to specify upon raising requisition the precise specification and part number of
the tool/equipment as specified in the aircraft/equipment Manufacturers approved technical data.
It is the responsibility of the tool room to ensure that each item of tooling or equipment has been properly
receipted or registered into the company and is traceable by asset number, and/or precision tool register
number as appropriate.
It is the responsibility of Tool Room Personnel to accept into store, only those tools which have been
registered as explained above and which are traceable to source and properly inventoried.
2.4.3 Procedure
All users and holders of tools / equipment / components will ensure that all items are the specification
required by approved technical data for the purpose intended.
Reference will be made by the person making original requisition to such data as necessary to determine
fitness for purpose.
All items including loan items will be inspected upon receipt to the level appropriate to type of tooling or
equipment before being accepted by the tool store. Evidence of receipt inspection will be retained by the
store.
All users will not accept or use any item, which is evidently unserviceable, defective or unfit in any respect
for the purpose intended. Such items are to be appropriately tagged as unserviceable and brought to the
attention of the controlling division or appropriate chief person who will ensure the items are withdrawn
from use.

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Maintenance Manager, chiefs and/or all technicians will determine by regular inspection and surveillance,
that tooling and equipment used within their area of responsibility, is kept to an acceptable standard and
condition and that technicians do not import or use any personnel tool except as is commensurate with
standard aircraft maintenance practices.
When the company needs any tools and equipment, they can be supplied from other companies. In case of
this necessity, all users must ensure that mentioned tools and equipment have valid calibration cards.
Although some tools or equipments are required to be used during maintenance, they are used so
infrequently and its permanent availability is not necessary, in such cases, the necessary tool or equipment
may be procured during the course of maintenance or earlier. The tools required to perform following works
are considered as infrequently used tools;
- Scheduled maintenance applied more than 5 years of period on a particular aircraft type or a particular
component,
- Scheduled maintenance which is applicable to a small percentage of an aircraft fleet (such as an engine
type rarely fitted to an airframe or maintenance tasks specific to MSN numbers etc.)
- Removals or replacements other than LRUs, such as Pylon, stabilisers,
- Major repairs and alterations,
- Modifications,
- Any unscheduled maintenance that is not expected to be required,
- Any other similar cases
All tools and equipment utilized by the Maintenance Organization are listed and identified in computer
system.
ATS Team’s general policy is to use original tools and equipment as recommended by the Original Equipment
Manufacturer (OEM). However, alternate tools may be used in accordance with the procedure provided
hereunder. Electronic test equipment used for return to service must be the type recommended by the
Original Equipment Manufacturer (OEM) or equipment determined to be equivalent by Maintenance
Organisation Engineering.
The acceptance of incoming tools and / or equipment (purchased or loaned) is performed with reference to
the technical document and specifications issued and/or approved by the manufacturer of the
aircraft/aircraft components by Receiving Staff.
While receiving a tool, it is checked by the tool room staff whether the tools requires inspection, servicing,
maintenance or calibration. If any of these requirements exist, chapter 2.5 shall be followed.
Alternate Tools
The acceptance of locally manufactured alternate tools and / or equipment is performed in accordance with
the following procedure:
For the purpose of this procedure, alternate tool / test equipment is defined as tool / test equipment which
is different than the original one recommended by the manufacturer (OEM) and confirmed to be equivalent
to the original either by the OEM or by one of the authorised qualified engineers of ATS Team
ATS Team’s policy is to design and manufacture alternate tools and test equipment to meet and/or exceed
the requirements of the OEM.

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Modified and manufactured tools by outside vendors will be acceptable when there is appropriate evidence
that it meets the required standard of OEM.
Equivalency of the tools / test equipment is to be verified by the OEM or the qualified engineers under the
following situations:
1. Use of any standard electronic measuring equipment other than the one recommended by the OEM.
2. Use of any non-electronic tool / test equipment other than the one recommended by the OEM.
For tools and test equipment manufactured, a study shall be made to determine the status and / or
equivalency of the tool / equipment.
1. If satisfactory evidence such as P/O number, any delivery document, manufacturer’s markings on the
tool / tester, etc. are present, such tools / testers will be considered as original and shall be listed
accordingly. Such lists shall be prepared for each shop.
2. If there is evidence to show that the tool / tester was manufactured by utilising the data of the OEM,
such tools / testers shall be marked and listed accordingly. Such lists shall be prepared for each shop
by the shop engineer.
For determining equivalency, a comparison should be made between the technical data of the tool / tester
recommended by the OEM and those generated by local manufacturer. For new and repaired / modified
precision tools / equipment, a certificate of calibration and a certificate of conformity are required.
All tools and equipment utilised shall be given a unique part number and serial number.
In case ATS Team considers locally manufacturing an alternate tool / equipment, equivalency of:
1. Identification,
2. Accuracy,
3. Performance,
4. Material,
5. Treatment,
Has to be demonstrated to quality department by relevant engineer in a file format and the locally
manufactured tool must be approved by quality department before entering into usage. Tools will be
quarantined before quality approval.
F-MM-132 Tool and Equipment Acceptance Form is used for the conformity check and acceptance of locally
manufactured tools. The method and material used while the manufacturing process will be documented
including the technical drawings of the tool, and it will be ensured that they meet the original tool
requirement.
Limits to Locally Manufacture Tools

If any of the criteria (Identification, Accuracy, Performance, Material, Treatment) for the locally
manufactured tool will not be able to be demonstrated, than it will not be manufactured. If any tool
manufactured doesn’t have any of these items, it will not be entered into system.

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2.5 Calibration of tools and equipment

References:
145.A.40(a)1, 2, 3, (b); AMC 145.A.40(a), (b)1, 2; 145.A.70(a)12
2.5.1 Purpose
To ensure the accuracy of equipment and tools used on aircraft / aircraft component which are required to
be calibrated, inspected and serviced at regular intervals.
All calibration, inspection and service required equipment and tools are controlled ATS Team Istanbul Base
Tool Room.
It is tool room personnel’s responsibility to identify all tools and equipment with unique ATS Team Tool code,
label them with “calibration required / no calibration required” stickers. Tool room personnel are responsible
to keep calibration certificates, service reports and inspection forms. Documents shall be kept at tool room
where under control of tool room personnel. Tool room staff registers all calibrated tools, equipment that
needs to be serviced (jacks, lifting equipment etc.) and inspection required fixtures to the computer system.
Tool room personnel updates computer system and chase call-up alerts on this system. It is tool room
personnel’s responsibility to ensure all tools and equipment in use are calibrated, serviced and inspected. If a
tool or equipment’s due date is close on computer system, tool room personnel collects tools & equipment
in service and keep them in quarantine cabinet.
Tool room personnel are responsible for the processing the dispatch and receipt of test equipment and
tooling.
Dedicated personnel from Maintenance Department evaluate calibration reports in accordance with
acceptable standards for each tool and states calibration limits by filling form F-MM-053. Dedicated
personnel from Maintenance Department states time period and frequencies for each tool recalibration,
inspection and service interval.
Every individual users are responsible to check calibration due date via stickers labelled on tool by tool room
personnel.
2.5.3 Procedure
Assessment of Serviceability
During receiving inspection of a tool, if a periodic check of a tool exists, such as servicing or inspection, tool
room staff asks support from engineering department in order to generate required task card for the tool.
Engineering department prepares task card for the tools in accordance with the manuals of the tool. Periodic
checks of locally manufactured tools are determined by engineering department together with the
maintenance department by especially considering the checks of similar original tools.
When a tool is returned from calibration institute, tool room chief will inspect the calibration certificate to
assess the serviceability in terms of institute approval, tool identification and deviations (must be in limit). If
the assessment inspection is satisfactory, the tool room chief will sign and stamp the calibration certificate to

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state that it is assessed and serviceable. If there is any deviation out of limit, it will be quarantined. It will not
be used until recalibration.
When a tool is serviced or inspected internally, staff who has performed the work shall complete
maintenance task card of the tool and tool room staff shall record it on the follow-up software. Whenever a
tool is required to be sent external organisations for servicing, inspection or maintenance, tool room staff
shall check the work done by the outside organisation and complete the maintenance task card of the tool
and record the work on the follow-up software.
All tools & equipment for use on aircraft / aircraft component which are required to be calibrated /serviced /
inspected on regular basis are listed on the Follow Up File. This list is managed and controlled by tool room
personnel via computer programme which includes following information below and ensure monitoring due
date by alerting user;
- Physical position of calibration / service / inspection reports for each tool
- Tool description
- Part number
- Serial Number
- ATS Team Tool Code
- Store Position
- Last inspection / service / calibration date
- Inspection / service / calibration interval
- Next inspection / service / calibration date
- Remaining inspection / service / calibration date
- Calibration centre
Maintenance Department states recalibration intervals for required tools, equipment, instruments used on
test bench, measuring equipments via instructions for each tool and equipment. The basis of calibration of
equipment is;
- The manufacturer’s recommendation
- Industry standard practices i.e. once within 12 months.
For new tools, during incoming inspection new ATS Team tool code assigned for each tool and registered to
the Calibration Follow Up File via calibration certificate provided with it. Each tool labelled with a sticker that
shows tool code, calibration date and due date on it. Due date is defined as next calibration date which is
related with calibration interval and last calibration date that is written on calibration certificate.
For tools that permits calibration test in accordance with manual provided by its manufacturer or approved
by its manufacturer; user shall calibrate tool in accordance with provided manual and sign and stamp form F-
MM-053.
Equipment sent out for re-calibration must be returned with a calibration certificate. Recalibration must be
performed in accordance with manufacturer or national standards, as applicable. The test facility must show
traceability to the standards used, in accordance with the Turkish Accreditation Institution (TURKAK)
certification. Equipment calibrated outside of Turkey shall be traceable to the national standards and / or to

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the National Institute for Standards and Technologies (NIST). This Institution has set up agreements for
various standards and / or national standards.
The persons engaged in the maintenance have to ensure that required test equipment is in serviceable
condition and the calibration due date not expired. Any tool or test equipment not having a calibration
sticker applied, or it is illegible has to be returned for verification to Tool Room. In accordance with
Engineering Department evaluation Tool Room personnel shall label tool with “See calibration certificate
“sticker. These kinds of tools are limited use only and calibration certificate shall be provided to user by Tool
Room personnel. After use, they have to return the test equipment in serviceable condition.
Tool Room personnel monitor Calibration Follow Up File biweekly, and save each file. Defective tools or tools
with the calibration date past due, shall be reported to the Quality Manager. Tool Room personnel collects
tools from service that needs to be sent for recalibration label them with “Do Not Use” sticker and keep
them Quarantine Cabinet until Store Personnel take necessary action for dispatch and receipt of test
equipment and tooling.
Equipment and gauges not used for measuring, calibration, and / or airworthiness determination are only for
the purpose of indicating the presence of pressure, voltage, current, etc. Installation fixtures must be
checked for proper operation only need not to be calibrated but have to be inspected for serviceability or
damage. These gauges will be marked “calibration not required” sticker by Tool Room personnel.
Whenever a precise measurement has to be made, each technician has been made aware that only
calibrated device can be used. Furthermore, no tool and / or equipment, not properly tagged with a
calibration sticker and outside of the calibration date shall be used. All calibrated tools are controlled by Tool
Room at ATS Team maintenance activities.
For loan tools, Maintenance Department and Supply Department are responsible to provide loan duration
and calibration certificate to Tool Room personnel. Tool Room personnel ensure loan tool is calibrated
during in service at ATS Team.

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2.6 Use of tooling and equipment by staff

References:
145.A.40(a)1, 2, 3, (b); AMC 145.A.40(a), (b)1, 2
For general tools, company tool boxes are used. For tracking the tools, F-MM-191 and F-MM-192 forms are
used to be filled in by receiving staff and tool staff. For the tracking of NDT tools, F-MM-190 is used.
Hangar and main line stations tool rooms and hangar shops use “wings” software for release of tools to the
staff and tracking of tools.
Procedures for the use of tooling and equipment by the staff ensure compliance with EASA Part 145.40(a).
All Managers and Chiefs are responsible for ensuring that adequate training and instruction regarding the
use of tooling and equipment is given to the personnel under their control.
Where specific qualifications are required for the use of tools and equipment, the arrangements for training
are the responsibility of the Department Head. Records of all training will be maintained by the Quality
Department.
Tooling supplied by an aircraft / component Manufacturer for use during the repair of a particular series of
components have instructions provided in the text of relevant Technical Manual.
User instructions and operating manuals supplied with an item of equipment and tooling are kept with the
applicable item as far as practical. When there is a risk of damage to the manual or instructions due to
environmental conditions, it is kept in a file in the users area.
Although tooling will be inspected on issue for obvious defects, it remains the responsibility of the user to
finally determine the serviceability status of the equipment prior to use. If the item becomes unserviceable
during use, it is responsibility of the user to ensure that the item is correctly labelled in order to ensure
remedial action is initiated by Tool Room Personnel.
2.6.1 Purpose
The purpose of this procedure is to describe the Company accepted standards and requirements in the use
of tools and equipment.
It is the responsibility of tool users and holders to observe this procedure and individual Department Heads
and chiefs to ensure the procedures and practices are understood and followed.
2.6.3 Procedure
All technicians will use only the tools as specified in the pertinent maintenance instructions and approved
technical data.
All technicians, tool users and holders are responsible for the security and condition of tools in their care or
possession.
Before undertaking any maintenance, the chief responsible for the work or area where the work is
performed, will determine that the tooling and equipment provided for the work is adequate and

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satisfactory to permit the work to be performed safely and in accordance with the appropriate technical
approved data.
Lost Tools
Lost or misplacement of any tool is to be immediately reported maintenance chief in duty by the user
immediately, and F-MM-194 is to be filled. The maintenance chief will ensure the follow-up action as the loss
merits, with particular regard to the need for loose article checks.
Each time a tool box or a tool set is handed over from and to the tool room, responsible tool room staff
checks the completeness of the items. In order to facilitate the completeness control of these items, tool
boxes and sets are filled with shadowed tool foams with the shape of the tools to be stored.
The tool user will inspect the condition of a tool immediately prior to use, to ensure its condition and
suitability for the intended application.
No items of test equipment or tool subject to calibration shall be used except where drawn from the control
of an approved Tool Store. Such tooling shall not be held or issued by the Storekeeper unless identified with
calibration tag, which indicates the item is within recalibration period of control. The user shall not under any
circumstances accept or use such tooling, except where so satisfactorily.
Tools and equipment must be used in accordance with the Manufacturer's specifications and tolerances /
standard practices or good basic aircraft technician principles as applicable to the tools in use.
All users will take note and observe the safety precautions appropriate to the tools and equipment in use,
particularly personnel, environmental and aircraft protection considerations.
Users will ensure all tooling is clean prior to and upon completion of use.
Any item of tooling or equipment or found defective or discrepant in any way must not be used and
immediately withdrawn from use. Such items must be identified as unfit for use and reported to
Maintenance Chief for scrapping. Maintenance Chief will ensure that such items are appropriately routed for
corrective actions. F-MM-194 and F-MM-034 Scrap Report is to be filled by relevant staff for scrapping of
any technical material. (Including tools, components, etc.)
If use of alternate tooling or equipment is requested by maintenance personnel that it makes the work
easier or more effective than current use of tool or equipment that manufacturer specifies, Engineering
Department does necessary applications to related manufacturer in order to use of tool or equipment as
alternative usage.

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2.7 Cleanliness standards of maintenance facilities

References:
145.A.25(a), (c)
Cleanliness standards will be maintained to ensure compliance with EASA Part 145.A.25 and to ensure that
all relevant aspects of the Health and Safety Act and Employment legislation are adhered to.
All company facilities (Stores, tool room, workshops and offices) will be subject to a periodic inspection as
part of the Quality Audit program.
Included in the audit function is the requirement to ensure that the various Stores Areas are maintained to a
standard to which they were originally established. Records of all audits are kept in files by Quality
Department. Deficiencies in the required standards will initiate an adverse Audit Report requiring remedial
action from the Head of the Department.
All areas are cleaned on a regular basis by cleaners employed for general cleaning duties. In areas where
access is restricted for security reasons or where specialised cleaning processes are required, cleaning will be
carried out by the personnel employed in these areas.
Cleaning during a maintenance process and for inspection purposes in general will be performed in
accordance with the Aircraft Maintenance Schedule or specific approved technical data. However, all
Certifying Staff, Inspectors and Quality Staff have full authority to demand cleaning to a higher standard
where considered necessary.
Inspectors will use this authority to ensure proper and full inspections to the required standard and enable
their ultimate certification and release to service.
2.7.1 Purpose
The purpose of this procedure is to define the Company's adopted practices and required standards in
respect of maintaining a clean working environment for facilities and the performance of aircraft
maintenance. The procedure is also advises on general aspects of cleanliness which are to be recognized by
all Company personnel.
It is the responsibility of maintenance management and supervision to promulgate and foster awareness
towards cleanliness on the part of all staff and to ensure discipline in housekeeping and cleanliness is
enforced.
It is the responsibility of all individual technicians to observe the requirements for cleanliness in their
respective areas of work at all times. Base Maintenance Manager / Maintenance Manager and / or chiefs will
conduct regular checks that the requirements of this procedure are observed.
2.7.3 Procedure
The presence of extraneous matter inside aircraft, components, systems, etc. can have serious
consequences and special care is necessary to ensure thorough cleanliness at all times. Where systems are
concerned (e.g. Hydraulic, fuel and pneumatic systems), scrupulous cleanliness is essential during assembly

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and maintenance operations. The presence of loose extraneous articles inside a structure is a dangerous
hazard.
The presence of extraneous fluids, due to spillage or leaks, may have serious deleterious effects.
Dirty floors, docks, platforms, benches, test equipment or open tins of jointing compound, sealant, grease,
paint etc. are not permitted. All tins and containers must be kept closed when not in use and any tins and
containers, which have been open an unknown length of time should be discarded.
FOD (Foreign Object Damage) Controls

In order to prevent small tools, torches, pencils, etc. from failing into aircraft structure, personnel engaged
on servicing operations will wear overalls fitted with closed pockets. Suitable footwear will also be worn and
vulnerable surfaces should be protected with mats.
All tools, spare parts or equipments taken to an aircraft must be accounted for by the individual technicians.
The loss of any part or tool from the custody of its user is to be immediately reported to an appropriate
chief.
All technicians are responsible for maintaining cleanliness of their immediate working area and the removal
of extraneous matter upon a regular basis and at end of task or shift.
When a structure is to be closed, either permanently or by a removable panel, inspection should verify that
the compartment is entirely free of extraneous matter.
Parts
Parts which are usually supplied, as appropriate, in special transport cases or packaging, should not be
unpacked until required for use. Blanking plates on engines or components and blanks fitted to pipe
connections or other openings, should only be removed for installation or functioning tests.
Parts those are not required for immediate installation will be kept in stores or in specifically designated
areas or racking.
Whenever it is necessary to open or dismantle an accessory, component or system, the work must be done
under controlled conditions where dust, grit, etc. (from cleaning operations) cannot enter the accessory,
component or system. Stripping cleaning sections should be adequately segregated from inspection and
assembly areas.
Ground Equipment
All ground equipment will be kept in a clean and tidy condition, and subject to regular inspection. When not
in use it will be removed to designated areas. Segregation of equipment will be observed at all times
particularly in respect of fluid rigs of differing specification and the use of oxygen and gases rigs to avoid
contamination by oils or greases.

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2.8 Maintenance instructions and relationship to aircraft / aircraft component manufacturers' instructions
including updating and availability to staff
References:
145.A.45(a), (b), (c), (d), (e), (f), (g); AMC 145.A.45(b)1, 2, 3, 4, 5, 6, (e); AMC 145.A.45(c)1, 2, (d), (f)1, 2 (g)1,
2, 3; 145.A.70(a)12
2.8.1 Purpose
The purpose of this procedure is to describe principles and responsibilities for procurement, compilation,
distribution, revision and use of technical publications concerning maintenance of aircraft and aircraft
components.
2.8.2 Technical Documentation Procedures

The maintenance procedures, which are used to perform maintenance on aircraft and aircraft components,
must be approved for use with the particular aircraft and aircraft model and type of flight operation and
inspection program.
ATS Team should hold and use the following minimum maintenance data relevant to the approved class
rating. All maintenance related Implementing Rules and associated AMCs, approval specifications and GM,
all applicable national maintenance requirements and notices which have not been superseded by Agency
requirement, procedure or directive and all applicable EASA AD’s plus non-national AD supplied by a
contacted non-EU operator or customer as well as Critical Design Configuration Control Limitations (CDCCL).
Each maintenance document is to be provided to all related departments and bases that need to use it for
their functions. The documents may be in hard copy or digital format (FTP server) depending on the
availability of the required hardware and/or software in subject departments.
ATS Team shall ensure that the documentation to perform all activities are updated and that they are
available at the respective place of work. If only web access / network is available at a certain working
surrounding, ATS Team shall have satisfactory number of computers and printers so that digital documents
can be reached easily by all related personnel. In this case, related personnel should be trained on how to
use such hardware and software.
ATS Team has a technical library in its intranet server which includes all current maintenance documents in
digital format (FTP server) of its contracted customers’ fleet.
Technical library specialist is responsible to upload all necessary documents to the FTP server and to ensure
that the files are up-to-date at all times. Technical library specialist shall always upload files to the server in
readable document format (such as pdf) in order to prevent users downloading files from the FTP server to
their personal devices.
Planning Department has full control of the Technical Library and its development under supervision of
Planning Manager. Engineering Department is the receiving point of all technical documentation to the
organization. Therefore, if any department in the organization receives this kind of documentation through a
different source, the Manager of the department is responsible to transfer them to the library immediately.
The latest revision status of the technical documents which are procured from different sources, mostly from
contracted customers, must be checked from the manufacturers’ / vendors’ manual indexes. Engineering

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Department is responsible in monthly interval for obtaining the indexes, checking the revision status, and,
obtaining the missing revisions, if there is any.
The users must be sure that the documents they use are updated. For this purpose Planning Department
issues “Documentation Check Form” (F-MM-168) and sends it to the users. The users check the status of
their documents against these lists. If discrepancies are noted, the discrepant items are marked and one
copy of the list is sent back to Planning Department.
Maintenance is performed according to the current data which is checked for currency before maintenance.
However, during the maintenance if a new revision or temporary revision to the maintenance data is
received, it may be necessary to evaluate it for the applicability depending on its application time and
content.
Technical documents that have not been revised and updated will be removed from the Technical Library
system and stamped “For Reference Only” or will be discarded.
ATS Team has an additional customer documentation up to date control before every planned group check
(A Check or Out of Phase Check) which is explained at chapter 2.13. ATS Team shall ensure that every
working surrounding has at least technical documents, which listed below, with their current revision. These
documentations should be easy to reach in hard copy or digital format (FTP server).
Technical Documents which has to be available in a working surrounding is;

 Aircraft Maintenance Manual (AMM)
 Illustrated Parts Catalogue (IPC)
 System Schematic Manual (SSM) or Aircraft Schematic Manual (ASM)
 Structural Repair Manual (SRM)
 Aircraft Wiring Manual (AWM)
 Aircraft Wiring List (AWL)
 Trouble Shooting Manual (TSM) or Fault Isolation Manual (FIM)
 Component Maintenance Manual (CMM) (only for shops)
All above listed documentation must be available in hardcopy format or easy to access and to print out in
digital format (FTP server) at every time on the following locations;
 Engineering Department
 Maintenance Department
 Outstations
 Shops (only for CMMs)
2.8.3 Work Documentation

Any work documentation used as maintenance instruction by ATS Team, should be prepared in a form. This
form may be created by a contracted operator or ATS Team may create its own form for a specific

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maintenance action. ATS Team shall ensure to perform a planned maintenance action only with the
following work documents;
 Work Order (WO)
 Manufacturer Job Card (JC)
 Repair Order (RO) (Only for shops)
 Engineering Order (EO)
The Manufacturers Technical Documents, which are listed in chapter 2.8.2 plus SB, SL, etc., are the only work
instructions, unless otherwise communicated by the Quality Department, and ATS Team uses work
document forms that are listed above with the work instructions extracted from these Technical Documents.
ATS Team requests these forms to be prepared for the specific maintenance action by the contracted
operator itself. In such case, Engineering Department and Planning Department are responsible for receiving
these forms, planning and distribution to the staff that will perform the action considering its compatibility
with Scope of Work, which is defined in paragraph 1.9, and EASA Part 145 regulations. The operator has to
state that the forms are up to date, and the engineers re-check the up to date status of the forms.
If ATS Team prepares any work document form, it shall be prepared by Planning Department or Engineering
Department, only. ATS Team can prepare WO, RO (only for shops) and EO for all maintenance actions that
are referred to Manufacturer Technical Documents and listed in Scope of Work in paragraph 1.9. These
forms should be checked and approved by the Manager of the department that the form is released from.
All related ATS Team work document forms defined above have CDCCL, Duplicate Inspection or Critical Item
information boxes on their cover page. If the instructions in a work document form fall within one these
concepts, these boxes must be filled by the owner of the form.
2.10 and 2.23 contain detailed info about CDCCL, duplicate inspection and critical item subjects.
Engineering Orders (EO) shall only be prepared by Engineers in Engineering Department. The original signed
copy kept by the ED and a copy of it shall be distributed to the related department or to the customer.
Chapter 2.11 and 2.12 explains detail information about preparing and follow up of EO, AD and
manufacturers SB/SL.
Engineering Department issues a training document (Technical Changes) twice a year for ATS Team staff as a
brief compilation of technical documents (major modifications, inspection standards or directives) that are
released by CAA or manufacturer during past 2 years. This document will be refreshed every 6 months.
Paragraph 2.11 explains detail information about this procedure.
ATS Team also has Work Card (F-MM-002) which usually used for all Non-Routine items. These Non-Routine
Items are the discrepancies occurred during any maintenance action. If any unplanned discrepancy found
during a maintenance performance, this card shall be prepared and used. The pertinent C/S shall ensure that
the aircraft or aircraft component is not released to service unless defect is rectified in accordance with
approved data by an authorised person. If he/she is sure that the defect is rectified, he/she (or authorised
person) shall sign-off the card and send it to Planning Department as soon as possible. This work card may
also be used for routine works in such cases that there is no available Work Order from contracted operator
or ATS Team, but there is available written request (i.e. e-mail, etc.) from an authorised contact person.

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2.9 Repair procedure

References:
145.A.45(a), (b), (c), (d), (e), (f), (g); AMC 145.A.45(b), (c), (d), (f), (g); 145.A.70(a)12
2.9.1 Purpose
To ensure that repairs are carried out in an airworthy manner and that all Manufacturers and Regulatory
EASA requirements are met.
It is the responsibility of persons authorised to certify repairs to ensure that the requirements of this
procedure are met. The qualification criteria of the inspectors and certifying staff that perform and certify
repair of aircraft or aircraft components are expressed at Part 3 of this MOE.
2.9.3 Procedure
In the case that repair procedures are provided in the maintenance data (such as AMM, SRM, WDM, ESM,
CMM, SB, etc.) published by the manufacturer such repairs may be carried out in accordance with subject
maintenance data without approval.
The steps of any repair are listed as follows:

- Identification of Structural Damage
- Evaluation of Structural Damage
- Repair in accordance with the Approved Data (SRM or the repair data approved by EASA, TC/STC
holder, OEM or EASA Part 21 approved Design Organisation)
- Certificate of release to service by authorised certifying staff
When a certifying staff finds structural damage during aircraft operation, he / she carries out a detailed
visual inspection to determine the followings in order to identify the structural damage.
- The location,
- The dimensions of damaged area,
- The sketch of damaged area,
- Type of damage (dent, crack, tear, etc.),
- Any NDT necessity,
After identification of structural damage, the authorised certifying staff determines whether the structural
damage is within limits and a repair is required in accordance with Structural Repair Manual (SRM).

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If the damage is not within limits and repair procedure does not exist in any approved data, Engineering
Department makes application to get an approved repair procedure. The repair procedure shall be approved
by EASA, TC/STC holder or EASA Part 21 approved Design Organisation.
A repair requirement which has been identified as the result of scheduled or unscheduled inspection or as
the result of accidental damage will be recorded on a Non Routine Work Card.
On completion of a repair, the work sheets or Non Routine Cards are cleared by the certifying staff and
routed to the Production Planning for inclusion in the customer’s work package.
Repairs carried out between scheduled maintenances are released at least on the technical log of customer
as described in the Part 2-16 of this MOE.
2.9.4 Company Approval – Scope of Work, Limitations and Conditions

Base Maintenance Manager / Maintenance Manager decides whether the repair can be done by ATS Team
taking account the following factors.
- Special tool/equipment
- Material
- Qualified Certifying Staff
- Facility Requirements (Hangar, structural shop, etc.)
If ATS Team is not capable to perform a repair, it is done by a contracted EASA Part 145 Approved
Maintenance Organization or subcontracted to Non Part 145 MRO that is monitored under ATS Team Quality
System as described in the Part 2-1 of this MOE.
2.9.5 Control System for Parts Manufacture, Processing and Inspection
ATS Team may fabricate a restricted range of parts to be used in the course of overhaul, maintenance,
modifications, or repair of aircraft or components within its own facilities and all necessary data to fabricate
the part should be approved either by EASA, the TC/STC Holder or EASA Part-21 organisation (DOA Holder).
ATS Team understands that the permission to fabricate does not constitute approval for manufacture, or to
supply externally and the parts do not qualify for certification on EASA Form 1.
Approved data mentioned above may include repair procedures involving the fabrication of parts. Where the
data on such parts is sufficient to facilitate fabrication, the parts may be fabricated by ATS Team. Before
fabrication, it is ensured that the data include details of part numbering, dimensions, materials, processes
and any special fabrication techniques, special raw material specification and/or incoming inspection
requirement and that ATS Team has the necessary capability.
Where special processes or inspection procedures are defined in the approved data which are not hold by
ATS Team, the part will not be fabricated unless the TC/STC Holder gives an approved alternative. Examples
of fabrication under the scope of EASA Part 145 approval can include but are not limited to the following:
a) Fabrication of bushes, sleeves and shims.
b) Fabrication of cabin and cargo panels.
c) Formed or machined sheet metal panels for repairs.

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All the above fabricated parts should be in accordance with data provided in overhaul or repair manuals,
modification schemes and service bulletins, drawings. It is not acceptable to fabricate any item to pattern
unless an engineering drawing of the item is produced which includes any necessary fabrication processes
and which is acceptable to the EASA.
Where a TC-Holder or an approved production organisation is prepared to make available complete data
which is not referred to in aircraft manuals or service bulletins but provides fabrication drawings for items
specified in parts lists, the fabrication of these items is not considered to be within the scope of an approval
unless agreed otherwise by EASA.
Any locally fabricated part is subject to an inspection stage before installation by an appropriately authorised
certifying staff. This inspection shall ensure full compliance with the relevant approved data. These parts
should be unambiguously identified and traced. Adequate records should be maintained of all such
fabrication processes including, heat treatment and the final inspections. All parts, except those having not
enough space, should carry an ATS Team part/serial number which clearly relates it to the
fabrication/inspection data. Fabricated parts to be used during maintenance within ATS Team maintenance
facilities should be traceable on each related maintenance task cards. The parts can also be fabricated by the
outside sub-contractors of ATS Team to fulfil the same standards and procedures.

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2.10 Aircraft maintenance programme compliance

References:
145.A.45(a), (b), (c), (d), (e), (f), (g); AMC 145.A.45(b), (c), (d), (f), (g); 145.A.70(a)12, (b)
2.10.1 Purpose
To ensure compliance with Approved Aircraft Maintenance Program.
Any Operator must maintain each aircraft type in accordance with an aircraft maintenance program,
approved by its National Aviation Authority. The Program must specify all maintenance requirements and
frequencies.
It is the responsibility of ATS Team Planning Department to ensure that customer airlines fleet are
maintained in compliance with the Approved Maintenance Program, on time.
ATS Team is informed by the customers about their current Approved Maintenance Program revision via
signed Documentation Check Form F-MM-168. In order to ensure inspection standards etc., current CMP is
requested from the operator. Keeping the CMP and checking the up to date status is done by engineering
department by regularly (generally monthly) contacting the operator.
2.10.3 Procedure
In connection with maintenance contract requirements between ATS Team and its customer, ATS Team may
prepare Aircraft Maintenance Program (AMP) on behalf of its customers.
Upon the requirements of the signed agreement between ATS Team and its customer; this prepared
customized AMP (Aircraft Maintenance Program) will include following details;
- All the routine servicing, testing and inspections' requirements applicable to the type of aircraft, aircraft
components and to their installation- Special inspection requirements originally issued as AD's, SB's,
etc., and those inspections and/or maintenance requirements established basing on the experience of
the customer Airline's.
- Supplemental Structural Inspections, Corrosion Prevention and Control Program, Reliability Program,
Engine Condition Monitoring.
It must be clearly understood that approval of the prepared Aircraft Maintenance Program (AMP) shall only
be made by the customer (operator) itself to the relevant NAA. In other words; the responsibility of ATS
Team is only preparation of the Aircraft Maintenance Program (AMP) in accordance to the requirements of
the signed contract between ATS Team and its customer.
After getting relevant NAA approval on prepared customized Aircraft Maintenance Program (AMP); all
scheduled maintenance will put into effect in accordance to the requirements specified at this MOE.

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2.10.4 Implementations of Approved Maintenance Program

ATS Team Planning Department is responsible to pre-plan all contracted scheduled maintenance,
modification and conversion Programs. Aircraft inputs will be scheduled to comply with the requirements of
the appropriate approved maintenance schedules (Programs) and/or component due list as applicable.
Aircraft shall be maintained in accordance with the Operator’s approved maintenance Program.
Maintenance Program variations and approval of maintenance Program amendments shall be made by the
Operator or Operator’s approved NAA.
Technical Documentation Check Form F-MM-168 will ensure usage of update version of AMP.
Corrosion Control Programme Reporting and SSI Reporting are made in accordance with procedures
mentioned in operators approved maintenance programmes.
Reliability Reporting are made in accordance with collected data such as inspection findings, shop findings,
component changes etc. as mentioned in operators approved reliability procedures.
All tasks of work packages are performed by trained certifying staff. Structural tasks are performed by
certifying staff who are authorised by Quality Department.

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2.11 Airworthiness directives procedure

References:
145.A.45(a), (b), (c), (d), (e), (f), (g); AMC 145.A.45(b)1; 145.A.70(a)12
2.11.1 Purpose
To provide a procedure for AD / CN tracking and compliance system within EASA Part 145 Approved
Organization.
Airworthiness Directives (ADs), are documents mandated by authorities of manufacturers countries.
Inspections and / or modifications mandated by ADs must be performed within mentioned time limits.
If requested by customer in accordance with maintenance contract, it is Engineering Department’s
responsibility to ensure that all issued ADs and CNs are provided, immediately evaluated, appropriate
paperwork is issued and the required tasks are accomplished within specified intervals.
Biweekly AD reports of authorities including modification requirements are followed by Engineering
Department to ensure if any AD or Modification related to components and spare parts in ATS Team store is
issued. Engineering department issues a warning notice about the affected components and spare parts to
the store and logistics department. Engineering department records necessary warnings and prohibitions for
AD related components to the SAP computer software which is used by supply department for component
supply system. Supply department follows these warnings and prohibitions during evaluating requisitions
made in the SAP software.
Technical changes related to aircraft in capability list mandated by ADs, are reported to Quality Department
by Engineering Department every 6 months. If an emergency AD is issued or a major modification is
mandated, Engineering Department announces these changes immediately with an e-mail to Quality
Department.
2.11.3 Procedure
a) All maintenance work including Airworthiness Directives (AD) compliance shall be in accordance with
the work package provided by the Operator.
b) As an approved EASA Part 145 Maintenance Organization, ATS Team has a subscription to have all
airframe, engine and component AD / CN’s issued by EASA and FAA and other authorities regularly.
Responsibility of renewal of this subscription belongs to Engineering Department. ATS Team has also
online connection to EASA, FAA and other authorities such as Transport Canada web sites which provide
all EASA and FAA publications including AD / CN’s.
c) In connection with the signed maintenance contract requirements between ATS Team and its customer,
ATS Team may provide a system for AD / CN tracking on behalf of its customers.
d) Upon receipt of an AD that is applicable to the aircraft undergoing maintenance in the ATS Team EASA
Part 145 Maintenance Organization, the customer (operator) shall be notified by AD / CN Evaluation
Form (F-MM-105), unless the Operator advised otherwise.

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e) For the mandatory modifications (terminating actions) or inspections, priority arrangement shall be
made with concurrence from Customer (Operator) to achieve compliance within the period specified in
the AD.
f) ADs shall be accomplished in accordance with Engineering Orders and / or Work Cards prepared by
Engineering Department or provided by customers.
g) Modifications and inspections related to ADs shall be performed by authorised and trained staff.
Paperwork related to AD accomplishment shall be properly stamped.
h) Studying and control of ADs with respect to scope of work shall be performed by the related engineer of
engineering department, who is responsible for the AD follow up.
i) For the components maintained under ATS Team workshops, AD follow up will be performed by the
shop engineer. If there is any applicable AD for any component, related customer is informed and
according to the time limitation of the AD it has to be performed during the shop visit. When it is not
possible to perform the AD by ATS Team, the component will be sent to an approved maintenance
organisation.
2.11.4 Records of AD / CN Compliance and Certification

a) AD / CN’s complied on the aircraft by ATS Team shall be reflected in a proper paperwork.
b) Certification for AD’s complied with shall be on the Operator’s approved routine cards or equivalent
approved document.
2.11.5 Repetitive AD / CN Requirements

a) Any repetitive AD / CN requirement and required compliance time frame shall be indicated on the
relevant NRWC or Engineering Order for customer notifications.

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2.12 Optional modification procedure

References:
145.A.45(a), (b), (c), (d), (e), (f), (g); AMC 145.A.45(b), (c), (d), (f), (g); 145.A.70(a)12, (b)
2.12.1 Purpose
To provide a procedure for evaluation of non-mandatory manufacturers` Service Bulletin’s, Service Letters,
Supplement Type Certificates which are approved by EASA and / or equivalent authority of original type
certificate holder for specific aircraft or engineering proposals accepted by manufacturer and approved by
EASA and / or equivalent authority.
It is ATS Team Engineering Department’s responsibility to study all received SBs relevant to agreed
maintenance.
Engineers at ATS Team Engineering Department are responsible for obtaining of all relevant SB, log details.
Prior to aircraft input, the Engineering Department is responsible to obtain all relevant modification and
maintenance data from customer (operator) unless the signed maintenance agreement between ATS Team
and its customer advised otherwise.
2.12.3 Procedure
Service Bulletins, Service Letters and any modification (Minor or Major) and / or alterations excluding
Mandatory Service Bulletins and Airworthiness Directives are treated as “Optional Modification”.
ATS Team accomplishes the Optional Modifications approved by Authority of the Type Certificate holder or
Supplemental Type Certificate holder, DOA and / or by EASA.
ATS Team Engineering Department issues EO’s describing modification of aircraft equipment, time limit
control / production and repair procedures. Mod-kits and / or necessary equipment can be purchased by ATS
Team on behalf of the customer, if requested.
ATS Team may fabricate necessary parts for modification procedure. Fabrication, inspection assembly and
test should be clearly within the technical and procedural capability of ATS Team. Fabrication of parts is
defined in Section 2.9.4 of this MOE in details. If required, EO can be revised or cancelled after approval by
Planning and Engineering Departments and / or customer.
All records of modification carried out by ATS Team shall be kept in the technical records for the duration
specified by the respective airworthiness authority at least 3 years from the performed date. (See Section
2.17)

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Base Maintenance Manager / Maintenance Manager decides whether the modification can be done by ATS
Team taking account the following factors.
a) Special tool/equipment
b) Material
c) Qualified Certifying Staff
d) Facility Requirements (Hangar, structural shop, etc.)
If ATS Team is not capable to perform a modification, it is done by a contracted EASA Part 145 Approved
Maintenance Organization or subcontracted to Non Part 145 MRO that is monitored under ATS Team Quality
System as described in the Part 2-1 of this MOE.

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2.13 Maintenance documentation in use and completion of same

References:
145.A.45(e); AMC 145.A.45(f); 145.A.55(a); 145.A.70(a)12
2.13.1 Purpose
This procedure is to identify the primary maintenance documentation in use and general requirements for
completion. The procedure also identifies the main responsibility areas. Specific requirements relating to the
control, use and compilation of particular documents are contained under other referenced procedures
applicable to the user area.
ATS Team Planning Department is responsible for preparation of work package with up to date maintenance
data and directing the work package to maintenance department.
Maintenance Department is responsible for the performance of the work package.
2.13.3 Assembly of work packages for issue to maintenance activity

As an approved EASA Part 145 Maintenance Organization, ATS Team will prepare work package in
accordance to requirements of the signed agreement between ATS Team and its customer.
Planning Department prepares the work packages with the work order based on the customer’s AMP and
the customer’s work scope and then the related departments review the maintenance work pack / scope
and other data. Additional data are added where required by the related departments. A typical work
package content is defined in this procedure.
When preparing the work package, all the access requirements are created as “Access Open” and “Access
Close” cards, and those have to be added to the work package. In the beginning of maintenance activity all
access doors are opened with “Access Open” cards. When all the related maintenance cards are completed,
related access doors are closed with “Access Close” card(s) and only then the related cards can be
completed. For all task cards to be on hold until each related "close access" task card is closed.
All changes in the work package are approved by the Planning Department with customer consent and
recorded in the work order. All work package documents have to be stamped and signed manually by the
authorised staff in accordance with this procedure.
The customer provides the contents of the work package to ATS Team and work package is received by
Planning Department. Planning Manager assigns a planner for the pre work planning.
Preview of package
Responsible planner reviews the package against contract and its tally sheet. He / she communicates with
related departments for additional information or clarifying and correcting package content.
Responsible planner analyses the work package by considering following facts to identify man-hour
requirements and work package sequence planning;
- Maintenance Check

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- Aircraft Type
- Engine Type
- Age of Aircraft
- Flight Hours and Flight cycles
Planning Lists
Responsible planner prepares lists on following topics to enable that related departments can foresee the
extra requirements under their responsibilities before maintenance starts;
 Consumable and Expendable Material Lists
These lists shall include at least; part numbers and / or material codes, descriptions and quantities of
the items in the lists. Then the lists are forwarded to the store and supply chief by indicating the
minimum time required for the items to be supplied.
 If required, Modification Kit List
This list shall be prepared if needed and sent to the store and supply chief. Minimum information on
the list is; kit number, description, breakdown lists (Where kit is not supplied by the customer),
quantities
 NDT, Borescope and other specialised detailed inspection tasks lists
These lists shall be prepared and sent to maintenance department, engineering department and
NDT chief in order to facilitate specialised services personnel and tool planning.
 Tool and Equipment List
These lists shall be prepared and sent to maintenance department (tool room), engineering
department and supply department. The lists shall include; tool part numbers, descriptions, and
quantities.
 Documentation List
This list shall be prepared and sent to engineering and planning department to ensure each
document to be used in the work package is available and up to date.
 Estimated man-hour information is prepared in accordance with qualification requirements and sent
to all departments. Planning is made by estimating and evaluating past experience methods and
supported by the methods such as practical estimation, time study and rating of mechanics,
historical accounting standards. Man-hour plan includes man-hour requirements for non-routine
works which can be calculated estimating Non-routine cards. by evaluating past experiences and
statistical parameters if any given by the manufacturer or operator. Man-hour calculation is made
for each skill or working zone.
Each department which receives a list shall work on the list and complete missing items on the list or give
feedback to the responsible planner for projection of completing the items. At least following information
shall be made available to the responsible planner;
 Supply department gives availability information and lead times for unavailable materials in the
“Consumable Material”, “Expendable Material” and “Kit” Lists.
 NDT Shop shall check NDT works to be performed and coordinate with supply department for tools,
equipments and materials which are not available. Supply department shall collect information

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about procurement method and lead time and transfer those information to the responsible
planner.
 Maintenance department shall check Borescope and other special detailed inspection works to be
performed and coordinate with supply department for tools, equipments and materials which are
not available. Supply department shall collect information about procurement method and lead time
and transfer those information to the responsible planner.
 Engineering department together with the maintenance department determines unavailable tools
for the work package. Then supply department contacts tool suppliers for lead times and contacts
the organisations that ATS Team has tool contract for availability of such tools. After getting
information from external organisations and by considering the maintenance start date, it is decided
how the unavailable tools will be procured; by purchasing or by loaning. Additionally, during this
period engineering department checks if there are any alternate tools are available or they can be
fabricated for unavailable tools.
 Engineering department checks latest revision status of all documents and coordinates with
responsible planner for any mismatch, checks customer Engineering Orders (if available) for AD / SB
/ SL etc., applications and coordinates with responsible planner for any nonconformity. Additionally,
when customer EO is not supplied, ensures that ATS Team prepares and issues the EO.
Work package preparation

Responsible planner prints out Job Cards and task identifying cards and sorts and groups them in accordance
with the mentioned process.
Job Cards include work descriptions in accordance with customer maintenance program and have
certification field in order to ensure that Job Cards are considered compliance form and included in the
compliance records of a specific package. However additional maintenance instructions may be used for AD /
ASB / CMR and critical system tasks which are defined by the manufacturer or as per customer
requirements. These additional instructions shall also be considered as compliance forms.
Responsible planner checks update status of all documents to be used where practicable, and requests
customer statement for ensuring all documents are current. (If any doubt is revealed, informs Quality
Department and proceed in accordance with Quality directions.)
If applicable, responsible planner checks customer Engineering Orders issued for AD / SB / SL / etc., are
correct in terms of revision status. If those EOs are issued by ATS Team, ensures that customer approval is
taken.
Then responsible planner prints out those documents and attaches them to relevant Job Cards.
Responsible planner checks whether the completed work package includes all documents listed in this
procedure.
Any deviation and / or additions by the customer after assembly of work package are considered as
additional work item.
Critical Tasks, CDCCL, EWIS and DI Cards

Before maintenance starts critical task cards is stamped with “CRITICAL TASK” stamp by Planning
Department to distinguish from other cards.

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EWIS and CDCCL work cards are stamped by Planning department as “EWIS” or “CDCCL”, before
maintenance.
All tasks of fuel tanks are performed by certifying staff that has Fuel Tank Safety (FTS) and CDCCL (Critical
Design Configuration Control Limitations) training. Any mistake and error during inspection can affect
airworthiness of the aircraft seriously. Planning and Engineering departments stamp these work cards as
“CDCCL” at preparation.
While performing inspections, EWIS (Electrical Wiring Interconnection System), should be carefully
considered. Planning department stamps these work cards as “EWIS” at preparation. All certifying staff
should have EWIS training.
All certifying staff attends FTS, CDCCL and EWIS training every 2 years.
Purpose of DI (Duplicate Inspection) is to keep maintenance errors in minimum. Maintenance actions which
could have impact on airworthiness of the aircraft if not properly performed should be inspected by an
inspector after implementation. DI tasks should be marked by Planning Department as DI before
performance.
Task Planning
Responsible planner together with the category C C/S and B1 or B2 S/S groups tasks by using lists or attaches
to task identification cards.
a) Tasks are grouped by following categories and attached to task identification cards;
LUB = LUBRICATION (Term covering all types of lubrication (by application of e.g. grease gun, squirt can,
spray, brush or hand) and consumable replenishment for the purpose of maintaining the inherent design
operating capabilities of an item.)
SVC = SERVICING (Consumable replenishment by servicing (e.g. top-up of hydraulic fluid / oil) for the
purpose of maintaining the inherent design operating capabilities of an item.)
OPC = OPERATIONAL CHECK (A qualitative check to determine qualitatively that an item is fulfilling its
intended purpose. It is a failure finding task and does not require quantitative tolerances.)
VCK = VISUAL CHECK (A visual failure finding task through observation to determine if an item is fulfilling
its intended purpose. Visual Check does not require quantitative tolerances.)
GVI = GENERAL VISUAL INSPECTION (A visual examination of an interior or exterior area, installation or
assembly to detect obvious damage, failure or irregularity. This level of inspection is made from within
touching distance, unless otherwise specified. A mirror may be necessary to enhance visual access to all
exposed surfaces in the inspection area. This level of inspection is made under normally available lighting
conditions such as daylight, hangar lighting, flashlight or drop-light and may require removal or opening
of access panels or doors. Stands, ladders or platforms may be required to gain proximity to the area
being checked.)
FNC = FUNCTIONAL CHECK (A quantitative check to determine if one or more functions of an item
performs within specified limits. This is a potential failure finding task.)
DET = DETAILED INSPECTION (An intensive examination of a specific item, installation or assembly to
detect damage, failure or irregularity. Available lighting is normally supplemented with a direct source of
good lighting at an intensity deemed appropriate. Inspection aids such as mirrors, magnifying lenses etc.
may be necessary. Surface cleaning and elaborate access procedures may be required.)
CLN = CLEANING (to return an item to a specific standard by cleaning)

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DIS = DISCARD (The removal from service of an item at a specified life limit.)
NDT (Non-destructive inspection procedure, e.g. eddy current, ultrasonic.)
BSI (Borescope inspection procedure)
b) Tasks are then listed and grouped in accordance with the prerequisite condition of tasks such as access
via common door or access panels
c) Before starting maintenance, tasks may be grouped in accordance with the zones of the aircraft such as
wing, tail, engine etc.
d) Optionally, tasks may be grouped by considering prerequisites of tasks such as;
- Electrical Power “OFF” or “ON”
- Hydraulic Power(s) “OFF” or “ON”
- Fuel Tanks are purged
- Jacking
- Flaps are extended
- Engine Cowling are opened
e) Optionally, tasks may also be grouped such as;
- Tasks that can be accomplished at the same time
- Tasks which should be accomplished before or after a specific task
- Tasks which can be grouped in another maintenance task
- Tasks which are precluded by another task
2.13.4 List of maintenance documents which build up a standard work package

Responsible planner shall control a master record of all worksheets / work cards while the aircraft is in
progress. He is responsible to assemble maintenance work package to issue to maintenance activity.
Standard work package consist of:
− Maintenance Work Order Form
− Customer Work Order
− Documentation Check Form
− Tally Sheet
− Maintenance Task Cards / Job Cards
− Required Tool List
− Required Material List
− Engineering Order (if available)
− Non routine Work Cards
− Component Change Records
− Deferred items, if any

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− Deferred work issued on the Customer Aircraft Maintenance Log Book (AMLB), if any
− Deferred work issued on the Customer Aircraft Cabin Log Book, if any
− Forward Carried Item list
− Personnel list
− NRWC list
− Additional work item list, if any
− Chemical equivalency table (F-MM-231), if considered to be necessary by Engineering Department
All changes in the work package are done by ATS Team Planning Department. ATS Team Planning
Department issue non-routine work items or additional work items regarding to the changes of work
package for additional task requests.
2.13.5 Worksheets for Non-Routine Tasks

Routine and non-routine tasks shall be completed and certified in accordance with a Customer / Operator’s
supplied routine and non-routine worksheets respectively. Where worksheets for non-routine tasks are not
supplied, ATS Team’s Non-Routine Cards will be used in accordance with the signed maintenance agreement
between ATS Team and its Customer / Operator.
During the maintenance activities; if any discrepancy is found and the corrective action is required; a
separate non-routine work card must be initiated. Only one discrepancy per item is to be entered.
2.13.6 Operator Work scope Issue to Maintenance Activity

ATS Team may utilize the documentation supplied by the costumer / operator for accomplishment,
completion and certification of the maintenance task of the customer / operator aircraft / component as
stated in Part 2.8 of this MOE.
All necessary training about customer / operator documentation systems and completion methods have to
be provided by the customer / operator before maintenance task related to said documentation is carried
out. This training may be conducted by ATS Team trainers who have been adequately trained by customer.
Planning Department is responsible to assemble the work package for issue to the production. The work
cards are preloaded onto cardboards for the relevant personnel in charge to review and proceed with the
tasks.
An assigned Planner allocated to a particular task will be issued with a work package. He is responsible for
ensuring that the work package and all required manuals are amended to the latest revision status.
All maintenance data are made available to staff in accordance with Part 2.8 of this MOE. Once Maintenance
process is completed, aircraft will be released to service by filling out the necessary documents.
2.13.7 Worksheet / Work Card Completion – Maintenance Sign Off

“Worksheet” term in this procedure covers task cards, job cards, engineering orders and routine or non-
routine work cards. Additionally “signature” or “to sign” is meant as putting signature or initials by an
individual.

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All worksheets must be properly executed by the authorised maintenance personnel and on completion of a
maintenance task all essential information shall be entered in the worksheet. All required boxes at each
worksheet shall be completed.
All certifying staff for a completed task, for which they have been authorised, shall sign with their ATS Team
authorisation stamp, signature and date.
Except duplicate inspection items, stamping of a worksheet can be carried out by single authorised C/S or S/S
stamp and signature with date or appropriately authorised non-C/S may sign “performed” or “done by”
sections of a worksheet. However the work shall be released by an appropriately authorised C/S or S/S who
is supervising the non-C/S by signing and stamping with date next to the non-C/S stamp.
Duplicate inspection tasks and critical tasks shall be completed in accordance with 2.23.
For all maintenance tasks which are filled with handwriting, permanent ink pen shall be used. If it is needed
to correct any records, the certifying staff shall cross out the wrong entry; enter the correct information,
stamp and sign with date next to correction. All corrected mistakes remain readable and identifiable.
For complications and findings faced while performing a work, NRC shall be raised. For this purpose NRC
raised cell on task card is used or finding can be recorded by entering NRC number at the end of worksheet
for traceability. When an NRC is raised due to a worksheet, the source worksheet cannot be closed until the
NRC is closed.
Certifying Staff, Operator’s Representative and Planner can note on task card or task identification cards.
Information can be recorded by Certifying Staff or Planner based on Operator message (fax, e-mail or sign
document). Recorded notes should be traceable. (Includes name, sign. / stamp and date info)
For specials services such as NDT or Borescope Inspection; an NDT Report is prepared when an NDT
inspection is performed and a Borescope Report is prepared when a borescope inspection is performed. NDT
or Borescope authorised person signs and stamps with date “performed by” section of the related step of a
task card.
The structural work staff shall sign and stamp with date the “performed by” section of the task cards or non-
routine cards for the tasks performed.
If there is an uncompleted subtask or defect rectification is required or the access door(s) cannot be closed
due to any other card that has relation to the “Access Close” card, then the maintenance card cannot be
closed. All the maintenance cards that are related with the same “Access Close” card(s) can only be closed
after the “Access Close” card(s) is / are closed and inspected. No maintenance card can be closed before the
related access door(s) and hence “Access Close” card(s) is / are closed.
If a task card is completely not applicable due to airplane configuration, affectivity and any other reason or
the task card is optional and another task card is chosen to perform or the task card cannot be performed
due to situations like component unavailability, upper assembly malfunction etc., Issue of CRS with
Incomplete Work section of 2.16 is applied.
Each worksheet shall be stamped and signed with date at each step of the work performed after completion
by considering the following completion instructions.
Standard works
- If same Certifying Staff performs all items shown in one page, he can sign and stamp with date once
on lower corner of stamping zone of the page.

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- If same Staff is performing more than one step or item consecutively in a worksheet, he / she can
sign and stamp with date once by clearly identifying the part of the work performed in the
worksheet. This situation is valid if all items are in one page.
- If steps of a worksheet page are performed by different staff, each staff shall clearly identify the
parts of the worksheet they have performed and sign and stamp with date next to it.
Conditional situations
- Steps in the worksheets which include “if” conditions will be completed (signed and stamped with
date) whether they are applicable or not applicable. When the situation required by the “if”
condition did not occur, related steps shall be signed and stamped as N/A.
- All test results and dimensions shall be recorded on the worksheets. If the worksheet does not
include specific space to record dimensions or readings, any available space in the work sheet next
to the related step shall be used. When a record is a part of an “if” condition above procedure shall
be followed.
Not applicable steps

Steps in the worksheets may be noted as N/A, signed and stamped by following ways;
- If the step is identified as N/A by the customer before or during maintenance, the related step shall
be taken in parenthesis and recorded as N/A by the customer. The person stating the N/A decision
shall identify himself by signing or stamping the stamping section of the step. If the N/A step is in
between steps to be applied, both of the parts of the worksheet before and after the N/A step shall
be signed and stamped once by the person who has performed the work.
- If the step is identified as N/A by the ATS Team Planning or Engineering Department before or during
maintenance, the related step shall be taken in parenthesis and recorded as N/A by the planner or
engineer. The person stating the N/A decision shall sign or stamp the stamping section of the step. If
the N/A step is in between steps to be applied, both of the parts of the worksheet before and after
the N/A step shall be signed and stamped once by the person who has performed the work.
- If the step is identified as N/A during maintenance by C/S or S/S, the related step shall be taken in
parenthesis and recorded as N/A by the staff. The parenthesis shall not cover the stamping section
of the step and the staff shall sign and stamp next to the parenthesis. The remaining part of the
worksheet part performed by ATS Team staff is signed and stamped once on lower corner of
stamping zone of the page.
When needed, explanation can be written next to “N/A” notes.
Component Maintenance
Authorised component certifying staff (CCS) sign and stamp the related areas in Component Maintenance
Work Card Reports, EASA Form 1 and Component Maintenance Shop Reports.
Unauthorised shop technicians are allowed to perform steps under control of authorised CCSs. When an
unauthorised shop technician performs a step in component maintenance, he / she signs and stamps
performed by section in Component Maintenance Work Card Report and CCS stamps inspected by section of
this report.

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2.13.8 Assembly of Completed Work Package for Certification

ATS Team Planning Department must:
- Verify that the work performed complies with the latest applicable documents,
- Verify that operation check and inspection documents are correctly filled in and signed off.
- Make sure that additional work listed has been correctly carried out and signed off.
- Submit for approval all deviations from the work package should any work require postponement to
future date.
- Assist Maintenance Department to Issue Release to Service Certificate and associated documents
Final clearance of the maintenance work package is established by reconciliation of the completed
worksheets against a master tally sheet. Issue of Certificate of Release to Service to scheduled maintenance
inspection will be against the foregoing criteria.
All completed maintenance documents should be routed to the responsible Planning Department staff prior
to transferring to the customer / operator.
If any task card that is included in a work package exists, remaining information (FH / FC / Days) should be
stated by customer in writing. However, deferred task list must be filled and signed by inspector certifying
staff.
Content includes maintenance task cards, work order forms (planned and non-routine), maintenance tally
sheet, CRS, Form 1 or equivalent certificates for component changes, Non-routine Work Cards, list of
deferred items, performed Engineering Orders, all documents related with performed modifications and / or
repairs and any other forms or documents related to the maintenance.
For the workshop maintenance work package, content includes;
− Customer’s Work Order Request Form (if any),
− Maintenance Work Order, EASA Form 1,
− Shop Report (F-MM-138 / F-MM-178 / F-MM-177 / F-MM-180 / F-MM-181),
− NDT Report (if any) (F-MM-175 / F-MM-182),
− Release from stock documents of used parts
2.13.9 Control and Use of Customer Supplied Work Card / Worksheets

When customer requests its stamping procedure to be followed, customer procedure is valid. Customer
supplied work card / worksheets will be under control of planning and engineering departments. Before they
are issued for maintenance, up to date status and maintenance data concerning the scope of work is
checked and it will be ensured for consistency by the relevant engineer. To ensure correct usage of these
documents and in order to follow customer procedure, documentation and procedure training is given to
Maintenance, Planning and Quality personnel before the maintenance starts by customer Quality or Training
Department.

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2.14 Technical record control

References:
145.A.55(a), (c)1, 2, 3; AMC 145.A.55(c); GM 145.A.55(a)1, 2, 3; 145.A.70(a)12; (b)
2.14.1 Purpose
The purpose of this section is to express the responsibility of ATS Team as an approved EASA Part 145
Maintenance Organization for the keeping technical maintenance records as per applicable EASA standards.
It is Planning Department’s Responsibility to save maintenance records of customers which performed by
ATS Team on ATS Team computer server.
ATS Team Management and IT Department is responsible for the storing and securing of the Companies soft
data.
It is Supply Department’s responsibility, shipping of original documents to the customer.
2.14.3 Procedure
Certifying staff signing the certificate of release to service is ultimately responsible that all necessary forms
and worksheets are properly filled in and complete and handed over in accordance with required standards.
The completed work order file for Customer Aircraft will be stored as scanned copy by Planning Department
sorted by operator / customer, aircraft registration, type of check on ATS Team server as;
a) General Documents including tally sheet of work order, CRS, Non routine cards list, Consumables list,
Material list, Tool list, Forward Carried Item List, Personnel List, Documentation Check Form, Serviceable
/ Unserviceable Tags, Release from stock documents, Acceptable Forms (EASA Form 1 or equivalent
component release certificate) of used components and consumables.
b) Non Routine Work Cards including Serviceable / Unserviceable Tags, Release from stock documents,
Acceptable Forms (EASA Form 1 or equivalent component release certificate) of used components and
consumables as added with NRWC.
c) Job Cards, Engineering Orders etc.
The completed work order file for Customer Aircraft line checks excluding A-Checks will be stored as scanned
copy by Planning Department sorted by operator / customer, aircraft registration, work order number on
ATS Team server as;
a) Customer’s Work Order Request Form (if any)
b) Maintenance Work Order
c) Certificate of Release to Service
d) Copy of Technical Log Page of Customer Aircraft which released by certifying staff
e) Serviceable/Unserviceable Tags, Release from stock documents, Acceptable Forms (EASA Form 1 or
equivalent component release certificate) of used components and consumables as added with NRWC.

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The completed work order file for components inspected, overhauled, tested or repaired at ATS Team
workshops will be stored as scanned by dedicated Engineer sorted by year, customer and work order
number on ATS Team server as;
a) EASA Form 1
b) Shop Report (F-MM-138 / F-MM-178 / F-MM-177 / F-MM-180 / F-MM-181)
c) NDT Report (if any) (F-MM-175 / F-MM-182)
d) Release from stock documents of used parts
Engineering Department and Planning Department dedicated personnel shall send digital documents to the
Customer via e-mail before original documents. Engineering Department and Planning Department
dedicated personnel are responsible to provide Supply Department original documents and customer
address for shipping. If it is accepted by customer original documents shall be dispatch Customer’s
Representative by hand within 7 days subsequent to check.
All electronic data backing-up system have been stored and locked away in humidity and temperature
controlled environment. IT Department is responsible for storing and securing of the Companies electronic
data provided servers on ATS Team Istanbul and Antalya facilities. Each department sorted on this server and
access shall be done via password and user name defined by IT Department.
Basically, there are daily back-ups on different servers. Back-ups will be archived fire and theft safe for 3
years. Fire protection is achieved by an automatic fire warning system installed in each building where server
has been kept that alarms personnel. In case of fire the person on duty in the facility is responsible for
alarming the Fire brigade.
If any maintenance record is lost and if satisfactory documents / records are not available to verify that the
maintenance has been done, subject maintenance must be repeated.
If any maintenance record is lost and if satisfactory documents / records are available to support that the
maintenance has been done, the lost maintenance record can be reconstructed, on a case by case basis,
under the permission of Quality Manager. Quality Manager can permit this action if there is evidence that
the work was performed appropriately. In this case, the records will be signed off by the certifying staff, but
stating that it is a reproduced copy on the record.
Maintenance records shall be made available to EASA upon request.

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2.15 Rectification of defects arising during base maintenance

References:
145.A.45(a) ,(b); 145.A.47(a)
2.15.1 Purpose
The purpose of this procedure is to define the Company policy on defects arising during base maintenance
activities.
It is the responsibility of all Certifying Staff to raise rectification cards for each defect arising from inspection
and rectify such defects in accordance with Approved Technical Data.
It is the responsibility of all Certifying Staff to ensure a Certificate of Release to Service is issued for each
defect rectified and that full details of the work performed is properly recorded.
It is the responsibility of the Base Maintenance Manager to co-ordinate the resources to allow for proper
rectification of defects during maintenance and liaise with the Operator's Technical Representative on the
progress of defect rectification.
It is the responsibility of the Planning Department to ensure full records are maintained and that any defects
allowed to be deferred for future rectification are properly tracked.
It is the responsibility of the Quality Department to conduct sample audits on base maintenance activities
and to advice by report to the Base Maintenance Manager of any discrepancies, in order that corrective
actions are initiated.
2.15.3 Procedure
2.15.3.1 Recording and Sign-Off of Base Maintenance Defects
a) All defects found during inspection shall be recorded on the non-routine worksheets / work cards.
Planning Department shall maintain a master tally list of all non–routine worksheets / work cards raised.
b) Planning Department is responsible to transfer all aircraft in coming defects into non-routine work
sheets / work cards.
c) Each non-routine worksheet / work card is serialized and as they are used, the number is recorded on
the master tally sheet. Defects found as the result of scheduled maintenance inspection tasks are cross
referenced using the work sheet / work card number.
d) Defects are evaluated and the corrective actions, including component descriptions, part numbers, and
serial numbers as applicable, are recorded with a statement declaring the results of the functional test,
if any.
e) Defects shall be evaluated in accordance with the duplicate inspection procedure and where a duplicate
inspection is required, a statement to the effect is transcribed by hand or rubber-stamped or digital
format Duplicate Inspection stamp onto the non-routine worksheet / work card.
f) On completion of the defect rectification, the rectification action is concluded by the issuing of a
Certificate of Release to Service on the non-routine worksheet/work cards.

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g) Customer is informed about any defect found during base maintenance and agreement from the
customer is obtained for rectifying such defects. If the operator declines to have the defect rectification
to be carried out, defect can be forward carried and CRS can be issued under the provisions of chapter
2.16.
2.15.3.2 Carrying Forward Defects to Future Maintenance Inputs

a) Only defects not affecting airworthiness can be deferred, in accordance with the approved Minimum
Equipment List (MEL) or CDL for the aircraft.
b) The reason for carrying forward the defect shall be stated in the non-routine worksheets/ work cards.
c) Operator shall be informed of any defects carried forward.
d) The list of all forward carried items shall be reflected in the final work package which is submitted to the
customer (operator).
e) All forward carried items with MEL or CDL reference shall also be recorded customer aircraft Hold Item
List.

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2.16 Release to service procedure

References:
145.A.30(g), (h), (i), (j); AMC 145.A.30(e)3, (g), (h), (j); 145.A.35(a) to (m); AMC 145.A.35(a), (b), (e), (f), (g);
145.A.50(a), (b), (d), (e), (f); AMC 145.A.50(a)1, 2(b)1, 2, 3, 4, 5; AMC 145.A.50(d), (e)1, 2, 3, (f)1, 2;
145.A.55(a), (b), (c); AMC 145.A.55(c); 145.A.70(a)12; 145.A.75(e)
2.16.1 Purpose
The purpose of this procedure to define the requirements for the issue of a Certificate of Release to Service
(CRS) within ATS Team EASA Part 145 Approved Maintenance Organization for customer / operator aircraft
after a scheduled Maintenance Inspection or any other scheduled or unscheduled work to an aircraft. F-MM-
006E is the CRS of ATS Team.
Quality Department is responsible to give authorisation to personnel who can issue certificate of release to
service with his / her signature and authorisation number on behalf of ATS Team.
It is the responsibility of the Base Maintenance Manager/Maintenance Manager to ensure that all necessary
requirements have been met before issuing CRS.
2.16.3 Procedure
2.16.3.1 CRS Statement
Certificate of Release to Service Form (F-MM-006E) includes following statement;
“Certifies that the work specified above except as otherwise specified was carried out in accordance with
EASA Part 145 and in respect to that work the aircraft is considered ready for release to service.”
CRS shall refer to the EASA Part 145 approval number of ATS Team (EASA.145.0433) and cover basic details
of the maintenance carried out, the date of maintenance, identity of certifying staff, maintenance standard
used, flight cycle and flight hours of the product.
ATS Team Work Order Number is included in the CRS and Maintenance Work Order (F-MM-124) will include
the customer initial work order number.
2.16.3.2 Issue of CRS after Base Maintenance

For Base maintenance activities, Category C personnel issues, stamps and signs the CRS form. B1 and B2
support staff shall ensure that all relevant tasks or inspections have been carried out to the required
standard before the category C certifying staff issues the certificate of release to service. Before issuing the
CRS, Category C C/S together with the B1 and B2 support staff, shall ensure that;
- All performed task cards including EO and NRCs are properly signed and stamped
- All deferred tasks are entered in the Forward Carried Item List
- All not performed task cards are in compliance with this procedure
- CRS related forms and lists are completed and attached.

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2.16.3.3 Issue of CRS after Line Maintenance

For complex scheduled line maintenance activities such as A check, ATS Team issues a certificate of release
to service before flight when satisfied that required maintenance of the aircraft has been carried out in
accordance with EASA Part 145 requirements and procedures specified in this MOE.
Category B1 qualified certifying staff must be satisfied that all mechanical tasks / inspections have been
carried out to the required standard, and the category B2 qualified staff must be satisfied that all avionic
tasks / inspections have been carried out to the required standard, before issuing Certificate of Release to
Service (CRS) for line maintenance activities.
They will certify for completed tasks using their signature and Company Authorisation Stamp. Each release
will be clearly dated. The category B1 and / or B2 certifying staff is responsible for ensuring that the task has
been completed in all respects and that all relevant manual instructions in respect of limitations,
retirements, function, Service Bulletin status, and mandatory modifications are complied with and that
limitations to the life of any component in respect of operating hours, cycles, storage life, or other limitations
are clearly stated.
In some cases, it is not practical to issue a CRS form after a maintenance action; (for example after
completion of daily / weekly check) and certifying staff makes an entry on customer / operator’s approved
technical log book for the work performed and fills appropriate fields, signs and stamps the log book. In such
cases, CRS statement and approval reference of EASA.145.0433 must be filled in appropriate section of the
technical log book.
2.16.3.4 Issue of CRS after Defect Rectification

The Certifying staff (The category B1 and/or B2 certifying staff as appropriate) shall certify on the non-
routine card following each maintenance defect rectification.
For the Line Maintenance activities, The Certifying staff (The category B1 and/or B2 certifying staff as
appropriate) shall certify on the customer /operator aircraft technical log following each maintenance defect
rectification. Issue CRS after Defect Rectification on non-routine card option is applied on actions need
specific information as Weight and Balance difference, duplicate inspection items etc.
2.16.3.5 Issue of CRS with Incomplete Work

In the event that it is not possible to complete all the work specified in an Operators approved maintenance
schedule during a contracted work package, an aircraft may be released to service with incomplete work
subject to the conditions in EASA Part 145.A.50 being observed.
In any case, Certifying Staff do not sign a CRS under conditions that endangers flight safety. Endangers flight
safety typically includes, but is not limited to, significant cracking, deformation, corrosion or failure of
primary structure, any evidence of burning, electrical arcing, significant hydraulic fluid or fuel leakage and
any emergency system or total system failure. An Airworthiness Directive (AD) overdue for compliance is
considered a hazard to flight safety.
The reason for not completing a work may be categorised as;
a) Work is not applicable to the aircraft

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Not Applicable means that the current aircraft system / configuration does not match the work steps of task
card to be carried out. Performance of any N/A task card may cause wrong results and / or inconvenient
technical outputs. In general, it is considered that customer employs engineers / planners who well know the
aircraft, and does not include any N/A task into work scope. If a task card included in the work package which
is not applicable to the aircraft, such task card can be closed as N/A by a Certifying Staff.
b) Work is deferred due either to running out of available aircraft maintenance downtime for the
scheduled check or by virtue of the condition of the aircraft requiring additional maintenance
downtime.
Approval from the operator is required for deferred tasks and before approval, such maintenance tasks must
be assessed in order to ensure no impact on safety. Deferred maintenance items must be properly recorded
on Forward Carried Item List (F-MM-123) and attached to the CRS. FCIL also covers the item which can be
deferred in accordance with the Approved Data such as AMM, SRM, MEL, CDL, DDG etc) and requires
specific follow-up. Items that are covered by the Operator’s MEL / CDL / DDG can be deferred. Repairs to
defects may be deferred if the TC holder grants a time period until proper repair is made. EO, Routine Task
or Non-Routine Items which are related to either “AD” or “life limited component” may be deferred if due is
not exceeded when the CRS is issued. Data of “remaining to due” also must be recorded on the item.
In deferring process, if item is deferred by customer representative, his name / surname, signature (or
stamp) of customer representative is recorded and “deferred” note written on related card. If engineer or
planner or C/S is deferring the item, written approval of customer (fax, memo, e-mail etc) is attached to the
card. The name, signature (or stamp) of the person who is deferring and date is written on the card. Item is
not deferred by engineer, planner or CS unless written approval of the customer is taken.
All deferred items that fall within any MEL category must be handled in accordance with the operator’s Mel
or MMEL. References and other information shall be entered to the operator’s maintenance follow up
system in order to enable the operator to coordinate necessary rectification timely. When an aircraft is
released to service with restriction mandated by MEL, CDL or DDG, the certifying staff that releases the
aircraft advises the flight crew by entering these restrictions on customer HIL or other lists in the customer
technical log system. If HIL is not available, the FCIL is given to customer / owner so that the next operator
could transfer these items into their customized maintenance system as applicable.
c) Work is cancelled by the customer.
Because of the fact that, a work order (including any customer requested task card application by issue of
additional work item) is based on a customer work order, cancellation of some items can also be made by
the Operator. This cancellation is acceptable under the following conditions;
Any task cannot be cancelled by ATS Team. Only Operator makes cancellation of task cards. Operator makes
cancellation by either writing on the task card itself or supplying a message containing full name and title of
the person making cancellation together with the date. When the task card is cancelled by a customer
message, responsible planner makes reference to the customer message, attaches the message to the task
card and indicates “cancelled by customer message ref:…
If a task card is not “Airworthiness or Flight Safety (AD, SB, ALI, LLP etc.)” related, cancellation can be made
without detailed reasoning. Including the “remaining to due” data is optional as per Operator’s selection. If a
task card is “Airworthiness or Flight Safety (AD, SB, ALI, LLP etc.)” related, then, remaining data must be also
entered to the task card.
All cancelled items shall be listed and visible in the maintenance work packages.

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2.16.3.6 Issue of CRS (EASA Form 1) after maintenance of components

A Certificate of Release to Service is to be issued for any component whilst the component is off the aircraft
and when it has been verified that all maintenance ordered has been properly carried out in accordance with
EASA Part 145.A.50, taking into account the availability and use of the maintenance data and that there are
no non-compliances which are known that hazard seriously the flight safety.
In this case, the Certificate of Release to Service is the EASA Form 1 signed by the appropriately authorised
certifying staff.
2.16.3.6.1 Completion of the EASA Form 1

Block 1 Approving Competent Authority / Country.
State the name and country of the competent authority under whose jurisdiction this Certificate is issued.
When the competent authority is the Agency, only ‘EASA’ must be stated. ATS Team staff shall state “EASA”
at this block.
Block 2 EASA Form 1 header
“AUTHORISED RELEASE CERTIFICATE
EASA FORM 1”
Block 3 Form Tracking Number.
Enter the unique number established by the numbering system / procedure of the organisation identified in
block 4; this may include alpha / numeric characters.
Block 4 Organisation Name and Address.
Enter the full name and address of the approved organisation (refer to EASA form 3) releasing the work
covered by this Certificate. Logos, etc., are permitted if the logo can be contained within the block.
Block 5 Work Order / Contract / Invoice
To facilitate customer traceability of the item(s), enter the work order number, contract number, invoice
number, or similar reference number.
Block 6 Item.
Enter line item numbers when there is more than one line item. This block permits easy cross-referencing to
the Remarks block 12.
Block 7 Description.
Enter the name or description of the item. Preference should be given to the term used in the instructions
for continued airworthiness or maintenance data (e.g. Illustrated Parts Catalogue, Aircraft Maintenance
Manual, Service Bulletin, Component Maintenance Manual).
Block 8 Part Number.
Enter the part number as it appears on the item or tag / packaging. In case of an engine or propeller the type
designation may be used.
Block 9 Quantity.
State the quantity of items.
Block 10 Serial Number.

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If the item is required by regulations to be identified with a serial number, enter it here. Additionally, any
other serial number not required by regulation may also be entered. If there is no serial number identified
on the item, enter ‘N/A’.
Block 11 Status / Work.
The following describes the permissible entries for block 11. Enter only one of these terms – where more
than one may be applicable, use the one that most accurately describes the majority of the work performed
and / or the status of the article.
(i) Overhauled. Means a process that ensures the item is in complete conformity with all the applicable
service tolerances specified in the type certificate holder’s, or equipment manufacturer’s
instructions for continued airworthiness, or in the data which is approved or accepted by the
Authority. The item will be at least disassembled, cleaned, inspected, repaired as necessary,
reassembled and tested in accordance with the above specified data.
(ii) Repaired. Rectification of defect(s) using an applicable standard (*).
(iii) Inspected/Tested. Examination, measurement, etc. in accordance with an applicable standard (*)
(e.g. visual inspection, functional testing, bench testing etc.).
(iv) Modified. Alteration of an item to conform to an applicable standard (*).
(*) Applicable standard means a manufacturing / design / maintenance / quality standard, method,
technique or practice approved by or acceptable to the Competent Authority. The applicable standard shall
be described in block 12.
Block 12 Remarks.
Describe the work identified in Block 11, either directly or by reference to supporting documentation,
necessary for the user or installer to determine the airworthiness of item(s) in relation to the work being
certified. If necessary, a separate sheet may be used and referenced from the main EASA Form 1.
Each statement must clearly identify which item(s) in Block 6 it relates to. Examples of information to be
entered in block 12 are:
(i) Maintenance data used, including the revision status and reference.
(ii) Compliance with airworthiness directives or service bulletins.
(iii) Repairs carried out.
(iv) Modifications carried out.
(v) Replacement parts installed.
(vi) Life limited parts status.
(vii) Deviations from the customer work order.
(viii) Release statements to satisfy a foreign Civil Aviation Authority maintenance requirement.
(ix) Information needed to support shipment with shortages or re-assembly after delivery.
Block 13a-13e
General Requirements for blocks 13a-13e: Not used for maintenance release. Shade, darken, or otherwise
mark to preclude inadvertent or unauthorised use.
Block 14a

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Mark the appropriate box(es) indicating which regulations apply to the completed work. If the box ‘other
regulations specified in block 12’ is marked, then the regulations of the other airworthiness authority(ies)
must be identified in block 12. At least one box must be marked, or both boxes may be marked, as
appropriate.
For all maintenance carried out by maintenance organisations approved in accordance with Section A of
Annex II (EASA Part 145) to Regulation (EC) No 2042/2003, the certification statement ‘unless otherwise
specified in block 12’ is intended to address the following cases:
a) Where the maintenance could not be completed.
b) Where the maintenance deviated from the standard required by Annex II (EASA Part 145).
c) Where the maintenance was carried out in accordance with a requirement other than that specified in
Annex II (EASA Part 145). In this case block 12 shall specify the particular national regulation.
Block 14b Authorised Signature
This space shall be completed with the signature of the authorised person. Only persons specifically
authorised under the rules and policies of the Competent Authority are permitted to sign this block. To aid
recognition, a unique number identifying the authorised person may be added.
Block 14c Certificate / Approval reference of ATS Team
EASA.145.0433.
Block 14d Name
Enter the name of the person signing block 14b in a legible form.
Block 14e Date
Enter the date on which block 14b is signed, the date must be in the format dd = 2 digit day, mmm = first 3
letters of the month, yyyy = 4 digit year
User/Installer Responsibilities
Place the following statement on the Certificate to notify end users that they are not relieved of their
responsibilities concerning installation and use of any item accompanied by the form:
‘’THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL.WHERE THE
USER/INSTALLER PERFORMS WORK INACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS
AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS ESSENTIAL THAT
THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM THE
AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.STATEMENTS IN BLOCKS 13A AND 14A DO NOT
CONSTITUTE INSTALLATION CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST
CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH THE NATIONALREGULATIONS BY
THE USER/INSTALLER BEFORE THE AIRCRAFTMAY BE FLOWN.’’
2.16.3.6.2 Issuance of an EASA Form 1 for Components Removed Serviceable from EU Registered A/C
An EASA Form 1 may be issued by ATS Team for components which are removed serviceable from an EASA
Member State registered A/C under the following conditions:
a) The component is removed from the A/C by an appropriately qualified person, i.e. a certifying staff
authorised on the A/C type.

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b) The last flight operation with the component fitted revealed no faults on that component / related
system.
c) The component is inspected for satisfactory condition including in particular damage, corrosion or
leakage and the related AMM removal / installation tests are successfully performed.
d) The A/C record is researched for any unusual events that could affect the serviceability of the A/C
component such as involvement in accidents, incidents heavy landings or lightning strikes. An EASA
Form 1 is not issued if it is suspected that the A/C component is subjected to extreme of stress,
temperatures or immersion which could affect its operation.
e) A maintenance history record should be available for all used serialised A/C components.
f) Compliance with known modifications and repairs is established.
g) The flight hours / cycles / landings as applicable of any service life limited parts including time since
overhaul is established
h) Compliance with known applicable airworthiness directives is established.
i) Subject to satisfactory compliance with these items from a to h above, an EASA Form 1 may be issued
by an authorised Certifying Staff with Block 12 stating ‘inspected’ and Block 13 stating ‘removed
serviceable from A/C’ and specifying the A/C type and registration from which the component removed.
2.16.3.6.3 Swapping of serviceable components between EU registered A/C

An EASA Form 1 may not be required for the components swapping between EU operator’s aircraft for
components installed to those aircraft. A serviceable tag (F-MM-039) is filled for such components after
Operator’s approval is obtained and the conditions in paragraph 2.16.3.6.2 are met.
Components Swapping Between Same EU Operators’ Aircraft

If any component swapping is required between two A/C of an EU operator, there is no need to issue two
EASA Form 1. The required records for this type of swapping are to issue NRWC or AFML and serviceable
card “F-MM-039. NRWC / AFML and serviceable card “F-MM-039” shall be filled for removal / installation
purpose by indicating “removed as serviceable “at the proper section of serviceable cards.
“Removal reason” section of F-MM-039 must be indicated as “Swap” and,
“Part Status” section of F-MM-039 must be indicated as “Robbed”.
Components Swapping Between Two Different EU Operators’ Aircraft

If any component swapping is required between two different EU Operators’ A/C, there is a need to issue
EASA Form 1 for the component to be installed on the EU operator aircraft. The record for this type of
swapping is to issue NRWC / AFML and serviceable card “F-MM-039. NRWC / AFML and serviceable card “F-
MM-039” shall be filled for removal / installation purpose by indicating “removed as serviceable “at the
proper section of serviceable cards. If the component is to be installed on Non EU operator aircraft, there is
no need to issue EASA Form 1.
“Removal reason” section of F-MM-039 must be indicated as “Swap”
“Part Status” section of F-MM-039 must be indicated as “Robbed”

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Engine LRU’s Swapping Between Two Engines

If any engine LRU’s swapping is required between two engines of same A/C there is a need to issue NRWC /
AFML and serviceable card “F-MM-039”. For recording this type of swapping. EASA Form 1 issuance is not
mandatory for the same operator. If it is to be supplied to other operators, EASA Form 1 with removed as
serviceable statement shall be issued.
NRWC / AFML and serviceable card “F-MM-039” shall be filled for removal / installation purpose by
indicating “removed as serviceable “at the proper section of serviceable cards.
“Removal reason” section of F-MM-039 must be indicated as “Swap” and,
“Part Status” section of F-MM-039 must be indicated as “Robbed”
2.16.3.6.4 Issuance of an EASA Form 1 for Components Removed Serviceable from a non EU
Registered A/C
ATS Team may only issue an EASA Form 1 for the components removed from a non-EU Member State
registered A/C if the components are leased or loaned from ATS Team and ATS Team retains control of the
airworthiness status of the components. Requirements of 2.16.3.6.2 also apply for this case. When issuing an
EASA Form 1 for such a component, ATS Team shall also comply with paragraph 2.16.3.6.1 above.
2.16.3.6.5 Swapping of serviceable components between non EU registered A/C

ATS Team may swap serviceable components and issue serviceable tag or EASA Form 1 for the components
of a non-EU Member State registered A/C if the components are leased or loaned from ATS Team and ATS
Team retains control of the airworthiness status of the components. 2.16.3.6.3 shall be followed for
swapping procedures.
2.16.3.7 Certification-Identity and Qualified Staff

a) The Quality Department maintains a record of all authorised certifying staff (C category for Base
maintenance and B1 and B2 for Line Maintenance), which contains full details of basis for the issue of
the authorisation and its scope of authority. The records cover details of all licensed personnel and
expiry date of their license. These records are available in hard copy or on computer disk. Full training
records are retained.
b) Certifications for release will only be issued by suitably qualified and authorised staff. They will use their
signature and the Company authorisation stamp. A unique stamp number will be assigned to each
certifying staff. Each release will be clearly stated.
2.16.3.8 Cross-Reference to Work Packs

All completed maintenance documentation shall be cross-referenced or be traceable to the relevant work
packs. A unique identification number (work order number) will be assigned to each work package prior to
commencement of the work.

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2.16.3.9 Swapping Procedures for Trouble Shooting

For trouble shooting purpose and temporarily; any component which is suspected to be defective / failed in
the system shall be swapped between two systems on the same aircraft or different aircraft. After temporary
component swapping if the failure messages go to the serviceable system; then it is detected that the failure
is due to the subjected component itself not for the whole system. In other words; the subjected component
is considered to be unserviceable. After that; as a company procedure; certifying staff must return the
subjected component to its original position.
After that; there are three possibilities to handle with,
a) Certifying staff has an authorisation to record the subjected item to HOLD ITEM LIST by complying the
MEL / DDG requirements.
b) If the subjected item is available in the ATS Team store; then certifying staff can replace the unit with
the serviceable one.
c) A/C is to be grounded if the subjected component is not available and NO GO ITEM. A/C will be released
after installation of serviceable component. As an EASA Part 145 Approved Maintenance Organization;
ATS Team Company Policy mandates that any unserviceable components cannot be installed to the any
customer’s aircraft.
2.16.3.10 Robbed Components which are dispatched to the outside of ATS Team Facilities
Upon customer request; if any component robbed from an aircraft which is at maintenance at ATS Team
facilities is dispatched outside of the ATS Team facilities, the record for this type of robbing is only to issue a
serviceable cards “F-MM-039”. After providing of the missing components by customer or ATS Team Logistic
Department; the procedures stated at part 2.2, 2.3 and 2.4 will be applied to the subjected parts.
2.16.3.11 Certification of Unscheduled Work and Work Away from ATS Team Base Facility
All unscheduled work or work scheduled away from base facility whenever performed requires a CRS. This
CRS is recorded in the Aircraft Flight & Maintenance Log. As applicable, details of work carried out before
CRS is recorded in Worksheets, None Routine Work Cards, Task Cards, Engineering Order or any document
carrying the full wording of the CRS specifying the date and place where the work is accomplished, the
identity of the aircraft or part to which it relates and the authority of the signatory.
When an aircraft is grounded at a location other than the main line station or main maintenance base due to
the non-availability of an aircraft component with the appropriate release certificate, it is permissible to
temporarily fit an aircraft component without the appropriate release certificate for a maximum of 30 flight
hours or until the aircraft first returns to the main line station or main maintenance base, whichever is the
sooner, provided that the mentioned component has a suitable serviceable tag but otherwise in compliance
with EASA Part 145 requirements. Such aircraft components must be removed by the specified time unless
an appropriate release certificate has been obtained in the meantime.

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2.16.3.12 Issuing EASA Form 1 after NDT Inspection:

If an only NDT work performed (not included in a work package), ATS Team issues EASA Form 1 for that
specific work. And if any crack or defect found during inspection it must be recorded on Block 13 “remarks”
section of the EASA Form 1. For details of issuing EASA Form 1 of standalone NDT works please refer to NDT
Manual.

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2.17 Records for the operator

References:
145.A.55(b); 145.A.70(a)12
2.17.1 Purpose
To describe the requirements and methods used to keeping records for operators / customers.
The owner/operator of the aircraft will be responsible for maintaining historical documentation. ATS Team
only keeps maintenance records which are performed by ATS Team itself.
2.17.3 Procedure
2.17.3.1 Contracted Records Keeping For Specific Operators / Customers
a) Completed documentation and records from maintenance of Aircraft and Aircraft Components must be
retained as specified in this Chapter 2.17.
b) The paperwork, hereafter referred to as records, is retained to provide the owners, operators and
maintenance personnel with information essential in controlling scheduled and unscheduled
maintenance in order to ensure continued airworthiness. Properly executed and filed records also
summarise the entire maintenance history of the aircraft and components.
c) At the completion of the maintenance records will be controlled as in Part 2.14. ATS Team will provide
to the commercial operators / customers dirty finger prints of each Release to Service Certificate and
specific airworthiness data used for repair or alteration performed.
d) After accomplishment of scheduled maintenance checks, following certificates and records, as
applicable, are given to the commercial operator / customer by Planning Department:
− Release to Service Certificate (CRS)
− Work order Form
− EASA Form1 or equivalent component release certificate
− Maintenance Task Cards and their list (tally sheet)
− List of discrepancies / Non-routine work items
− List of deferred items / Forward carried items
e) The completed work order file for Customer Aircraft line checks excluding A-Checks like defect
rectification will be stored by Planning Department sorted by operator / customer, aircraft registration,
work order number on ATS Team server as;
− Customers’ Work Order (if any)
− Copy of Technical Log Page of Customer Aircraft which released by certifying staff

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− Serviceable / Unserviceable Tags, Release from stock documents, Acceptable Forms (EASA Form 1 or
equivalent component release certificate) of used components and consumables as added with
NRWC.
f) Maintenance records digital copies are being kept for contracted operators / customers in ATS Team
server.
g) The work-package, containing full details of the maintenance carried out and all other papers pertaining
to the maintenance are copied and returned to the operator.
The digital copies for contracted maintenance of aircraft and components must be retained by ATS Team for
not less than 3 years from the date of release to service.
2.17.3.2 Transfer of Maintenance Records

a) When an Aircraft, Engine or Component is permanently transferred to another operator, the
maintenance records shall be transferred to enable the new operator to take over the maintenance.
b) When an aircraft is temporarily transferred to a different operator, maintenance records shall be made
available to the new operator.
If there is any missing signed / stamped maintenance records (like work orders, tally sheets), ATS Team
Maintenance Records shall be accepted valid as long as evidence is available for the performed
maintenance.

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2.18 Reporting of defects to EASA / operator / manufacturer

References:
AMC 145.A.50(a); 145.A.60(a), (b), (c), (d), (e); AMC 145.A.60(b); GM 145.A.60(a), (c); 145.A.70(a)12
The objective of the occurrence reporting, collection, investigation and analysis system is to use the reported
information to contribute to the improvement of aviation safety. Also, the aim of occurrence reporting is to
identify the factors contributing to incidents, and to make the system resistant to similar errors.
Any major technical defect, which may result in an unsafe airworthiness condition that could seriously
hazard the aircraft, experienced in-flight, on ground, or other unusual incident shall be reported by ATS
Team Quality Department to the Turkish DGCA, EASA, State of registry and manufacturer through EASA IORS
system. In case where there is maintenance agreement between the operators and ATS Team, not only the
operator but also the authority of the state of registry will receive such a report.
The following defects and unairworthy conditions found during the maintenance of aircraft or components
are reported:
1. Serious crack, corrosion, delamination or disbonding which is not covered by SRM, SB, AMM, etc.
2. Permanent structural deformation
3. Burning
4. Hot bleed air leak resulting in structural damage
5. Failure of any emergency system including exit doors, escape slides, emergency lighting
6. Incorrect assembly of parts or components of the aircraft found during an inspection or test procedure
not intended for that specific purpose
7. Any defect in a life controlled part causing retirement before completion of its full life
8. Non-compliance or significant errors in compliance with required maintenance procedures
9. Products, parts, appliances and materials of unknown or suspect origin
10. Misleading, incorrect or insufficient maintenance data or procedures that could lead to maintenance
errors
11. Failure, malfunction or defect of ground equipment used for test or checking of aircraft systems and
equipment when the required routine inspection and test procedures did not clearly identify the
problem when this results in a hazardous situation
AMC 20-8 gives more detailed information about the possible occurrence reporting situations for all related
categories.
Any failure, malfunction or defect of any system or equipment, or damage or deterioration found as a result
of compliance with an Airworthiness Directive or other mandatory instruction issued by a Regulatory
Authority, when:
1. It is detected for the first time by the reporting organisation implementing compliance;
2. On any subsequent compliance where it exceeds the permissible limits quoted in the instruction and/or
published repair/rectification procedures are not available.

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After any such conditions is discovered, F-MM-013 shall be prepared by pertinent chief Certifying
Staff/Support staff and shall be sent to Maintenance Manager as soon as possible. Following information
should be clearly explained by the relevant C/S in the report;
• Information necessary to identify the aircraft or part affected

• Date and time if relevant
• A summary of the occurrence
• Any other specific information required or recommendations
Maintenance Manager shall check the report in order to the suitability of the incident for occurrence
reporting and for any further evaluation of the case. If necessary, all safety-critical information regarding the
occurrence shall be distributed to all relevant parties, including all maintenance staff and flight crews, by
Maintenance Manager. After the confirmation, Maintenance Manager shall send the report to Quality
Manager for validation and distribution.
If an occurrence report received from any subcontractor of ATS Team, Engineering Department is
responsible for confirmation of the report. Engineering Manager shall check the report in order to the
suitability of the incident for occurrence reporting and for any further evaluation of the case. After the
confirmation, Engineering Manager shall send the report to Quality Manager for validation and distribution.
Quality Manager shall approve the report and submit it to the Turkish DGCA and EASA as soon as possible
but latest in 72 hours of identifying the condition to which the report relates. All such occurrences shall also
be informed to the Operator / Customer and to the TC / STC Holders by Quality Manager as soon as practical
but latest in 72 hours. Aircraft or aircraft component is not released to service unless defect is rectified in
accordance with approved data by an authorised person. Quality Manager shall liaise with the Operator /
Customer on the further follow-up action as deemed necessary.
In case of Quality Manager’s absence, Maintenance Manager is responsible for submitting of the Technical
Occurrence Report to the related authorities / organisations.
Similarly, in case of official holidays longer than 72 hours, which means the absence of both Maintenance
and Quality Managers, Line Maintenance Deputy Manager is responsible for submitting of the Technical
Occurrence Report to the related authorities / organisations.
Quality Department shall retain a copy of all detailed documents of the report for 3 years from the date of
the report that have been composed.

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2.19 Return of defective aircraft components to store

References:
145.A.40; 145.A.42(d); AMC 145.A.42(d)1, 2; 145.A.70(a)12
2.19.1 Purpose
To describe the processes used to control the return of defective components to stores in order to ensure
the proper recording, identification and segregation of such items.
ATS Team authorised maintenance personnel is responsible for appropriate tagging and fast return of
aircraft components to store. Store personnel is responsible for ensuring that all U/S components are
correctly segregated within the store area and that all U/S items are correctly labelled prior to acceptance.
2.19.3 Procedure
2.19.3.1 Labelling and Identification
All defective aircraft components found unserviceable during aircraft scheduled operation or during aircraft
maintenance must be equipped with Serviceable / Unserviceable parts tag (F-MM-039) described in 5.1.1.
2.19.3.2 Storage of Defective Components

All unserviceable components must be returned to store, where they must be kept separately from
serviceable parts. Store staff is responsible to register acceptance of the unserviceable component to the
centralized computer programme and to store the unserviceable components into the bonded area.
A defective component can also be returned to store if occasionally it is necessary to replace a component
on an aircraft for trouble shooting the system.
Upon completion of trouble shooting, functional tests are to be applied to the component on the aircraft,
serviceable components are returned to store with original tag, failed components during functional test are
returned to unserviceable component store as a defective component.
When it has been established that the replaced component did not correct the problem and it has been
determined that the trouble was not caused by this component then the original component may be
returned to store as a serviceable part after inspection.
2.19.3.3 Handling and Movement of Components

Unserviceable items will be handled and transported in the same manner as serviceable items in order to
ensure that additional damage does not occur.

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2.20 Defective components to outside contractors

References:
145.A.40; 145.A.42; 145.A.70(a)12, 14, 16
2.20.1 Purpose
To define the procedures for the routing of components to outside contractors in order to ensure
compliance with EASA Part 145.A.42 and 145.A.40.
Technical Logistic Department and the store personnel are responsible for routing and tracking components
to outside contractors. The components repair office is responsible for ensuring that repair orders are raised
and that component are routed to outside agencies approved through the company external audit process.
2.20.3 Procedure
Selection of Subcontractors (Repair Agency or Maintenance Organization)
Component documentation is entered into the company computer system using a company part number or
manufacturer part number. Both the approved supplier and subcontractors list and computer information is
referenced in order to determine details of approved subcontractors.
Turn Around Time

Suitable Turn Around Time (TAT) is selected.
Quotation approval is taken by Maintenance Department before repair order is generated.
Preparation of Repair Order

Orders will clearly and in detail state the work required to be performed with references to the appropriate
approved technical data and required standards in order to return the part to a serviceable status.
Order will also state the required airworthiness release standard acceptable for return of the part.
Airworthiness Release Documents:

i. EASA Form 1
ii. FAA Form 8130-3 (New or dual release)
iii. Other equivalent certificates stated at 2.2.3.

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Copies of repair order remain with the components for dispatch to the selected address using either
company or outside transport facilities. The components must be delivered to the return address as advised
by ATS Team
On receipt back to the company the goods inwards inspection will report any detected deficiencies found
during the receipt inspection process. Deficiencies detected during goods receipts are recorded into a
register in the goods inward area. The Quality Department monitors this list and applies the details to the
vendor rating system. Repetitive occurrences will prompt additional audit visits to the subcontractor in
question in order to establish the causes. Continuing deficiencies will lead to the removal of the
subcontractor from the approved stockiest, suppliers and subcontractor list.
Warranty
In case of loss / damages, ATS Team requests the lost / damaged item in kind.
If the component (which is no longer covered by the standard warranty by its supplier) is Repaired /
Overhauled / Modified at the expense of ATS Team then it shall be warranted for 3-month period effect from
the date of receipt by ATS Team.

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2.21 Control of computer maintenance record systems

References:
145.A.45; AMC 145.A.45(g)3; AMC 145.A.50(b)5; 145.A.55(c)2; AMC 145.A.55(a)4, 6, (c)2
2.21.1 Purpose
Computer maintenance record system is to be used for storing information regarding maintenance tasks
carried out.
Planning Department is responsible for information retrieval as described in Technical Record Control
(Section 2.14).
ATS Team uses a server system so as to store all maintenance records. Database backups are to be taken on
a daily basis by Information Technology (IT) Department. It is also under IT Department’s responsibility to
protect the database from any possible digital threat.
Furthermore, IT Department is to protect database backups in a second side storage for 3 years after
creation date.
2.21.3 Procedure
The main computer (server) is located in an air conditioned and fire protected room. This server kept locked
in the computer room in order to control physical access.
ATS Team’s server, which is accessible on Local Area Network (LAN), is protected with an ID and a password.
Any user, who wants to access to the server, shall be allowed by IT department. IT Department is also to
specify the user’s authority such as read-only, read / write capable etc. on the server. This procedure blocks
any attempt of unauthorised digital access and any undesired change in the database.
Planning Manager specifies the staff from his department that shall be authorised to have full authority (read
/ write / delete capable) on maintenance record system and makes request to IT department accordingly. IT
department manages the authority of the users in the network.

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2.22 Control of man-hour planning versus scheduled maintenance work

References:
145.A.30(d); AMC 145.A.30 (d) 1, 2, 3, 4, 5, 7, 8; 145.A.70(a)12, (b)
2.22.1 Purpose
To ensure that available man-hour is kept sufficient to perform planned and unplanned maintenance
activities.
Planning Management is responsible to estimate required monthly and yearly maintenance and engineering
man-hour. For base maintenance activities, Planning Management prepares hangar visit plan and man-hour
plan accordingly.
Quality Management is responsible to estimate the required man-hour for Quality Management activities.
Maintenance Management is responsible for recording actual man-hour spent in maintenance and preparing
weekly work plans.
2.22.3 Procedure
The Production Planning function includes two complimentary elements:
• Scheduling the maintenance work ahead, to ensure that it will not adversely interfere with other
maintenance work as regards the availability of all necessary personnel, tools, equipment, material,
maintenance data and facilities;
• During maintenance work, organizing maintenance teams and shifts and providing all necessary support
to ensure the completion of maintenance without undue time pressure.
When establishing the Production Planning procedure, consideration should be given to the following:
• Logistics,
• Inventory control,
• Square meters of accommodation,
• Hangar availability
• Man-hours estimation,
• Man-hours availability,
• Preparation of work,
• Co-ordination with internal and external suppliers, etc.
• Scheduling of safety-critical tasks during periods when staff are likely to be most alert, and avoiding
periods when alertness is likely to be very low, such as early mornings on night shifts.

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2.22.3.1 Preparation of Man-hour Plans:

Man-Hour Plans are prepared for monthly and yearly periods.
Plans are prepared taking into account:

• Average flight hours and cycles of customer aircraft,
• Types of scheduled maintenance checks to be performed by ATS Team , including transit, daily, weekly,
100 hours, service, 72 hours, 100 hours, 400 hours, 600 hours, B-Checks, A-checks and base
maintenance (C-checks),
• Average number of required scheduled maintenance checks based on above two items,
• An estimated amount of non-routine maintenance including defect rectifications, AD / SB applications,
• Maintenance Contracts with outside Operators,
• Actual man-hour spent in previously performed checks,
• Whenever any need occurs base station personnel can be transferred to line stations for temporary
duty, however those personnel is taken into account for base station man-hour planning by production
planning department.
Plans include estimates for “required vs. available man-hour” of:

• Inspectors, Certifying Staff and Technicians,
• Planners, including maintenance planning and record keeping man-hours,
• Engineering Activities including production of work cards, work packages, engineering orders, NRWCs,
etc. and their follow up,
• Quality Activities including quality audits, procedure development and documentary work.
Man-hour plan for Quality is prepared and kept by Quality Management as a separate document.
2.22.3.2 Revision of Man-hour Plans:

Yearly Man-Hour Plans are revised in 3 months intervals by Planning Manager, Maintenance Manager and
Quality Manager for Line Maintenance activities. For base maintenance, Planning Manager revises hangar
visit plan with help of Engineering Manager, Base Maintenance Manager and Quality Manager. For revision,
expected flight hours and cycles of customer aircraft in forthcoming 3 months period and possible changes in
maintenance workload and 80% efficiency of personnel factor are considered.
Plan shall be revised needless of termination of 3 months period in case;
• New aircraft types added to approved maintenance work of scope,
• 25 percent or more personnel in the same process (Engineering, Planning, Maintenance, etc.) leaves the
Company,

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• Major Maintenance Contract is signed with outside Operators creating 25 percent or more workload for
the Company,
• 25 percent or more deviation from the assumptions used in preparation of the Plan.
In case of 25 percent or more deviation from the assumptions, the situation is defined as “significant
deviation” and assumptions are re-evaluated. Quality Manager reports this type of deviations to the
In case of “significant” man-hour shortfall in any segment of the plan, the required man-hour is supplied by:
• Maintenance subcontract to other EASA Part 145 approved Maintenance Organisations or
• Temporary or steady employment of additional staff.
2.22.3.3 Production Planning and Utilization of Man-hour:

Weekly Schedules are prepared and coordinated by Maintenance Manager in order to;
• Distribute the workload evenly among the available manpower avoiding excessive workload, time
pressure (due to lack of time or personnel) or exhaustion of personnel because of too long shifts, taking
into account Critical Tasks management principles given in section 2.23 “Control Of Critical Tasks” of this
MOE.
• Do necessary arrangements of man-power, shifts, facilities, etc. taking into account the environmental
conditions like weather, lighting conditions, time of day check will be performed and enable availability
of necessary means (personnel, hangar, tooling, spare parts, maintenance data, etc.) at the time of
maintenance performance,
• Manage shifts and shift handovers with the coordination of MCC Chief, where applicable.
• Coordination with internal suppliers and external suppliers. (Base Maintenance Manager/Maintenance
Manager is responsible to make necessary coordination with the Planning and Engineering Manager
and Supply Chief to ensure availability of necessary means at the time of maintenance performance.)
For base maintenance, aircraft of which, base maintenance is to be performed are recorded on Hangar Visit
Plan (HVP) by Planning Department. Resources set of hangar maintenance service is calculated using the
work scope that reflected in customer’s work package. Works cope evaluations are performed by Planning
Department. Necessary man-hour quantity and its skills are calculated accordingly. In the calculations, non-
routine works are added to the work package according to Age of the Aircraft.
In general, for the Hangar Man-hour Planning, it is accepted as most of the work is performed by B1 category
S/S. For some specific cases “authorization category” may be adjusted as required.
Fatigue Policy:
In planning and utilization of Man-hour, Fatigue Policy Principles shown below are taken into account.
Fatigue has been reported as one of the factors contributing towards maintenance errors.
EASA Part 145 requires planners to take into account human performance limitations when planning of
periodic maintenance tasks / organizing shifts.
Shift personnel fatigue may be minimized by:
• Avoiding excessive working hours,
• Allowing as much regular night sleep as possible,

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• Minimizing sleep loss,

• Giving the opportunity for extended rest when night sleep has been disrupted,
• Taking into account reduced physical and mental capacity at night,
• Taking into account individual circumstances,
• Providing organizational support services,
• Giving the opportunity for recovery,
• Rotating shifts toward the biological day, i.e., rotate to later rather than earlier shifts,
• Minimizing night shifts through creative scheduling,
• Providing longer rest periods following night shifts,
• Within a week providing longer continuous rest periods when the week includes more than 2 night
shifts,
The impact of fatigue may be minimized by:

• Allocating more critical tasks during day shifts when staff are likely to be more alert,
• Ensuring that appropriate checks are carried out after night shift work,
• Breaking up lengthy repetitive tasks into smaller tasks, with breaks in between.
Tool / equipment / material / maintenance data supply have to be arranged by Base Maintenance Manager /
Maintenance Manager and Planning and Engineering Manager, routine maintenance chief and technicians
have to check the necessary items and data in order to perform correct and errorless maintenance.

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2.23 Control of critical tasks

References:
145.A.65(b)3; AMC 145.A.65(b)3; 145.A.70(a)12, (b)
2.23.1 Purpose
In ATS Team as critical tasks are considered maintenance tasks, which involve some elements of disassembly
/ reassembly of several aircraft components of the same type fitted to more than one system on the same
aircraft.
EASA requires that a maintenance organization has a safety and quality strategy to keep the risk of multiple
errors and errors due to inattention when working on critical systems as low as possible.
These are regularized in the system as Safety Critical Items and the Duplicate Inspections. The purpose of
this procedure is to detect and rectify maintenance errors that could result in a failure, malfunction or defect
endangering the safe operation of the aircraft if not performed properly. Clarify difference between Critical
Tasks and Duplicate Inspection (DI) identified by ATS Team.
Every single task detected by ATS Team as Critical Task and Duplicate Inspection requires special attention
during performance and shall be subjected to procedures issued below.
It is the responsibility of the Planning Manager to make sure critical tasks are classified and identified by
stamping.
Planning Management shall ensure all Critical Task Cards are labelled regarding to their criticality
classification and creating re-inspection signature area on applicable task cards if necessary for use of end
user during planned maintenance actions.
It is the responsibility of the maintenance supervisor / Manager to recognize critical tasks and to deploy staff
so that the same person does a critical task only once during one maintenance event. To make sure of this
during maintenance events, shifts and / or work teams work on only one aircraft system, and / or on only
one engine and that engine's related systems.
If a member of the approved maintenance staff notices that he or she is asked to do a critical task on more
than one system, he or she must inform the maintenance supervisor / Manager about this.
For routine work the Duplicate Inspection (DI) are to be indicated on the job card or sheet by engineering
personnel. For non-routine work the inspector in charge must determine and indicate if an inspector's
signature is also required. If this cannot be determined, Maintenance and / or Engineering Managements
should be consulted.
For customer aircraft and / or aircraft components, the required basic list of inspection items is identified in
the operator’s approved Aircraft Maintenance Program. The customer is responsible for establishing this list.
When customer does not mention (DI) or Critical Tasks in the work package, ATS Team Engineering and
Planning Departments will state those tasks by using “Duplicate Inspection”, “CDCCL” (Critical Design
Configuration Control Limitation) and “CRITICAL TASK” stamping on the task cards.
Chief Technician is responsible to plan and organise maintenance staff, which will perform – or inspect -
critical tasks.

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2.23.3 Procedure
2.23.3.1 Critical Tasks
To minimize the risk of multiple errors, it is necessary to make sure that the same person does not do safety-
critical maintenance tasks on multiple identical systems or components during a maintenance event.
Work is rated as safety-critical when all of the following conditions apply at the same time:
The task is a physical maintenance activity (e.g. removal or installation, assembly or disassembly, connection
or disconnection, etc.) involving some part of an aircraft or an aircraft component.
A number of identical tasks (i.e. on identical system parts or components) are repeated by one person in
more than one system, during the same maintenance event.
If there is a repeated error in identical tasks, the operation of the aircraft may become less safe.
When a part of a maintenance procedure is rated as a critical task, it is not necessary to rate the entire
procedure as critical.
Tally sheets are used to monitor the completion status of all work cards issued. The planner and C Category
personnel (for Base maintenance) are responsible for the monitoring.
An assigned engineer is responsible for reviewing the overall progress of the contracted maintenance,
including the scheduling for any potential critical tasks identified.
As an example; for multiple systems one authorised CS (A) can perform and another CS (B) can certify /
inspect that task of first system (1) and authorised CS (B) must perform and authorised CS (A) must certify
the task of second system (2).
Other possibility for signing the task is that; one authorised CS (A) can perform the tasks of two system (1 &
2) and authorised Inspector (INSP) can certify / Inspect these tasks.
2.23.3.2 Critical Task List

Any of the tasks in this list may become a critical task if it is done more than once during a maintenance
event. This does not depend on whether it is a routine task or a non-routine task. If there is no note to the
contrary, this list is effective for all aircraft types and engine types.
ATA ITEM / Possible result REMARK

lDG scavenge filter element / multiple lDG failures
24 lDG air / oil heat exchanger shut off valve filter element / Multiple lDG
failures
Strut fuel line / multiple pylon fire / IFSD
28
Fuel spar valve / actuator / inability to shut down engines
Hydraulic system fuses / multiple hydraulic system loss
29 Engine-driven hydraulic humps / multiple hydraulic system loss
Hydraulic lines / multiple hydraulic system loss

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Hydraulic filter / multiple hydraulic system loss

Not N2 drive pad
72 Gearbox access covers / multiple IFSD
cover
Engine fuel filter / multiple IFSD
73 Check of fuel filter bypass warning system / multiple IFSD
Engine fuel lines / multiple IFSD
74 Igniter plugs / multiple IFSD
Oil pump scavenge screens / multiple IFSD
Oil pump scavenge filters / multiple IFSD
79 Main engine oil filters / multiple IFSD
Check of oil filter bypass warning system / multiple IFSD
Oil system Lines / multiple IFSD
2.23.3.3 Duplicate Inspection Procedures

Manufacturer’s Maintenance Manual is considered to be the basic approved document, which gives the
method of inspection, the extent of the area, the particulars to be inspected, the limits or tolerances allowed
and the causes for rejection. The inspector reviews the job card to ascertain the nature and scope of the
work performed by CS and familiarizes himself with any inspection instructions on the card or sheet and the
specific inspection sign-off required. The inspector also carries out such controls, tests and/or operational
checks as called for or deemed necessary. Conformity to specifications is essential.
2.23.3.3.1 Duplicate Inspections

Duplicate Inspections tasks are carried out by an appropriately authorised C/S or S/S and “performed” or
“done by” boxes of the tasks are signed and stamped by the C/S or S/S. An "Inspector" does the inspection
and certifies it by signing and stamping “inspected” box of the task. He is not allowed to do any part of the
work that is checked as a member of the authorised maintenance staff.
Particular attention shall be given to possible adverse effects of wiring change to the aircraft, fuel tank
systems, and critical design of configuration when carrying out a modification, repair or maintenance. All
maintenance tasks that include fuel tank systems, wiring change or critical design configurations shall be
prepared, performed and audited by trained personnel who ensure Fuel Tank Safety (FTS), Critical Design
Configuration Control Limitations (CDCCL), Electrical Wiring Interconnection Systems (EWIS) courses.

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List of Duplicate Inspection Requirements
The following list which is grouped by ATA chapters contains information about when it is necessary do a
duplicate inspection after a maintenance task, if the work is done by ATS Team.
For maintenance tasks that are not included in the list, make a decision using the evaluation matrix.
ATA
Chapter
ALL - Tasks that are marked in the Job Cards as requiring duplicate inspection.
- Customer's requirements
- Repair of severe damage to aircraft wiring (such as cable fire)
- Before closing floor panels, check that the area is clean and free of foreign bodies
- After finishing work near cable harnesses, control systems, and closed compartments (e.g. E&E
compartment, pylon etc.), check that the work area and its immediate environment are clean and
free of foreign objects.
- Obey the instructions from Engineering for first accomplishment of modifications
- Painting in the area of pitot / static ports; lights; antennas; safety placards
7 - Aircraft Jacking
8 - Aircraft Weighing
21 - Removal / Installation of Outflow Valve, Pressure Equalization Valve, Relief Valve (Negative and
Positive) and Blowout Panels.
23 - Removal / Installation of CVR and ELT.
24 - Removal / Installation of IDG, AC Generator, CSD and Filter Replacements of IDG.
25 - Removal / Installation of Crew Seats. (Check that the seats are correctly installed. Check that the
torque values are correct.)
- Removal / Installation of Evacuation Slides. (Check for correct installation.)
26 - Removal / Installation of Fire Bottles and Squib / Cartridge.
27 - Removal / Installation and Adjustment of Aileron, Elevator, Rudder, Spoiler, Stabilizer and Flap /
Slat Systems.
- Removal / Installation / Replacement of PCU.
28 - All Removal / Installation of access panels for the tanks, any component and pipe. (After work on
the tank is finished, and before closing the tank cover, check that the area is free of foreign
bodies.)
29 - Removal / Installation and Replacement of all pumps and filters.
31 - Removal / Installation of FDR.
32 - Removal / Installation of Landing Gear. (Check that installation is correct after replacement of a
landing gear.)

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- Removal / Installation of Actuator.

- Removal / Installation of Unlock / down.
- Landing Gear Extension / Retraction Tests.
34 - Removal / Installation and System Tests of Pitot-Probe, Pitot static cover / static port cover. (After
removing the pitot static cover, remove the static port adhesive tape and check that there is no
adhesive matter on the ports.)
- Removal / Installation of Quick disconnect in the pitot static system. (Check that the quick
disconnects are correctly positioned.)
- Air Data System Test.
35 - Removal / Installation of Crew Oxygen System.
36 - Removal / Installation of Clamps in the bleed air duct system (engine & pylon)
49 - Removal / Installation of APU.
51-57 - Major Structural Repairs
52 - Removal / Installation of doors and exits that are part of the pressurized cabin.
71 - Removal / Installation of Engine.
72 - Removal / Installation of fan blades.
- Removal / Installation of Borescope Port Plugs.
73 - Removal / Installation of MEC, Fuel Pump, Fuel Filter, Fuel Control Components and Cables.
75 - Removal / Installation of Engine Starter.
78 - Removal / Installation of T/R and Blocker Door.
Evaluation of tasks
Criteria for decisions about duplicate inspections; base the decision about a duplicate inspection on the
probability that the maintenance work was not done, or not done correctly, and the effects on the aircraft's
structure and/or system s of not doing maintenance work, or not doing it correctly.
Probability that work was not done, or not done correctly:

To evaluate the probability that work was not done or not done correctly, ask whether the following factors
apply to the work:
- Doing the work:
a. Is the work complex?
b. Are the work conditions difficult (e.g. work in places that are hard to reach, with small
tolerances, extreme climatic conditions, several installation positions are possible, etc.)?
- Are the tools and equipment difficult to use?
- Is the material difficult to process or use?

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If the answer to all of these questions is "no", there is a low probability that the work was not done, or not
done correctly.
Effects of work that was not done, or not done correctly:

To evaluate the effects of work that was not done, or not done correctly, put the work into one of the
following categories:
- Serious effects (accident, lives are put at risk, loss of airworthiness)
- Medium effects (major damage, resultant damage or serious effects on operations, such as aborted
take-off or aborted flight)
- Slim effects (slight or moderate damage or resultant damage, with corresponding disruption of
operations)
2.23.3.3.2 Duplicate Inspection Item Evaluation Matrix

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2.24 Reference to specific maintenance procedures

References:
145.A.70(a)12
This chapter describes how to perform taxiing, engine run-up procedure, aircraft cabin pressurization test,
aircraft towing and parking by technical personnel on the ground.
2.24.1 Aircraft Taxiing
2.24.1.1 Purpose
To ensure that ATS Team Staff do not taxi aircraft owned or operated by ATS Team Customers.
2.24.1.2 Responsibility
It is the responsibility of all ATS Team Staff to ensure that they do not taxi aircraft owned or operated by ATS
Team Customers.
2.24.2 Engine Run-Up Procedure

2.24.2.1 Purpose
The purpose of this procedure is to provide safe and economic ground running of aircraft engines, and to
ensure that the following procedures are to be adhered to. Only persons examined and approved by the
Quality Manager may be in charge of ground running operations. The person in charge will occupy the left
hand seat at all times that engines are running except when instruction is being given, when it is permissible
for him to occupy the right hand seat but still retain full responsibility for the aircraft. Before, any ground
running a full briefing must be carried out to determine all actions in the event of an emergency. Personnel
involved in ground runs should read the relevant safety precautions in the Aircraft Maintenance Manual.
It is the responsibility of the person carrying out the ground run to ensure that he is the holder of relevant
authorisation. Quality department gives Engine Run-up Authorisation when technician received required
theoretical and practical training.
2.24.2.3 Procedure
i. Pre-Starting:
An external visual inspection and additional requirement must be carried out covering at least the following:
a) Safe position of the aircraft regarding wind, other aircraft, buildings, and vehicles. When necessary a
lookout is to be positioned to prevent persons or vehicles entering the danger zone.
b) Cleanliness of the immediate area for debris, equipment etc. This inspection is to include vehicles
parked near the aircraft.

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c) All access equipment is to be moved to a safe area. Entry steps may remain in position for "idle only"
runs provided they are securely chocked. For all other runs, they must be removed to a safe area. All
doors and hatches to be closed except rear air stairs may be down with permission of person in charge.
d) Air intakes for obstructions, freedom from ice.
e) Correct placing of chocks and ground power unit(s)
f) Record fuel contents.
g) All personnel working in the vicinity are to carry out a clothing check to ensure no loose items are
present.
h) Safety harnesses should be worn when working in areas subject to air intake suction.
ii. Running Restrictions:

Various airfields have running restrictions with regard to times and positions. These regulations must be
observed and no one in the Company has authority to vary them. In this context, sound suppressors should
be used when they are available.
iii. Communications:
It is mandatory to have ground communication with the safety lookout man. Headsets will be used for this
purpose on all runs excepting that Accountable Manager may give Authority to waive this requirement
where no headset is available and he has personally ensured that a full briefing has been given to the look-
out man as to his duties.
Where local regulations require it, a listening watch must be maintained on VHF with the airfield Control
Tower on the prescribed frequency, and instructions from them are to be obeyed.
An additional headset may also be necessary for personnel carrying out adjustment/Inspection with engines
running.
iv. Composition of Crew:

Minimum number of persons required to run engines is two. Where engine operation requires manning of
controls at a second crew station then a third person is required. One additional person is to be nominated
as external safety lockout. The person in charge may not leave his position to operate other controls while
the engines are running.
v. Use of Check Lists:

Published Check Lists are to be used at all times. These may either be the one in the Maintenance Manual
for the particular aircraft or the Operations Manual list often produced in card form. Company Worksheets
may also be used where approved.
vi. Engine Handling:

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All control operations should be in a gentle manner to prevent thermal damage to the engine. Any restricted
running speeds should be avoided whenever possible and take-off power only used when essential to the
test in progress.
When instrumentation is suspect or a control adjustment is being checked, extreme caution is to be
exercised when nearing maximum power to avoid possible over speed / over-temperature.
vii. Shut Down:

A period of idle must be allowed after running to allow temperatures to stabilize. This time varies with
different installations and the Maintenance Manual is to be consulted.
viii. Recording:
All running times and fuel burn offs are to be recorded. Any defects noted in any system during the ground
run are also be recorded.
ix. Fuel Conversation:

Careful co-ordination of functional checks must be observed to keep fuel consumption to an absolute
minimum.
2.24.3 Aircraft Cabin Pressurization Test

2.24.3.1 Purpose
To define procedure to be adopted by Maintenance Personnel when performing pressurization checks and
tests during ground runs on aircraft.
The responsibility for observing procedure is with the Maintenance Technician appropriately qualified and
nominated to perform the ground run. The Maintenance Chief will detail such nominated person, and has
responsibility for ensuring that only properly qualified persons are nominated.
2.24.3.3 Procedure
All pressurization runs and tests will be performed strictly in accordance with the Aircraft Maintenance
Manual, observing all procedures and precautions therein contained.
The person-in-charge of the run will be a Technician holding company authorisation to perform engine
running on the aircraft type.
The person-in-charge will be medically fit and establish that any persons required to be observers or to take
part in the tests are similarly fit and qualified. Involved persons will report their personal medical fitness or
otherwise to the person-in-charge prior to taking part. The number of persons required to take part in the
tests will be kept to the minimum required for safety and to perform the required test functions
satisfactorily.

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A minimum of one observer in addition to the person-in-charge will be present on the aircraft during runs.
The aircraft will be cleared of all other persons not required. A minimum of two ground observers will be
present at all times during the runs; one of which will be in constant interphone communication with the
person-in-charge. The aircraft will be positioned in a suitable area and checked clear of all obstacles, fully
chocked and cleared in accordance with normal engine ground running clearance checks.
The person-in-charge will satisfy himself that all usual clearance checks in respect of FOD, intakes, hatches,
brakes, chocks, communications etc., so that runs may safely be performed and will brief all persons involved
on the nature of checks and respective duties and precautions as necessary.
The person-in-charge will fully acquaint himself prior to run of the maintenance condition of the aircraft by
reference to the Tech Log, other Maintenance documentation, and physical inspection to determine that
required or affected systems and the aircraft is in a condition to permit satisfactory performance of the
required tests. Particular regard is to be taken of the serviceability or otherwise of brake systems, doors, and
hatches, sensitive systems (e.g. Pitot / static) and warning systems.
During running all Maintenance Manual items are to be observed, in particular, noting limitations and
pressure change criteria and precautions.
During running the person-in-charge will continuously advise the other team members on the aircraft
condition and ensure that a constant vigilante is being kept by the observers. Upon completion of runs the
person-in-charge will ensure that the aircraft is properly restored to the required maintenance state and that
all appropriate maintenance documentation is made up either by himself or as required other Technicians
involved.
2.24.4 Aircraft Towing and Parking

2.24.4.1 Purpose
To ensure that only correct towing and parking procedures as described in the Operators and / or aircraft
Maintenance Manuals are used.
Aircraft towing is to be supervised by Inspector / Chief.
The aircraft towing team is to comprise the Chief, Tug Driver, Brakeman, and sufficient look out men.
2.24.4.3 Procedures
Aircraft towing is to be supervised by an Inspector / Chief or Chief Technician with type rating or approval on
the aircraft type or by a person with specific authorisation to supervise towing operations. The Chief is to
ensure that only correct towing methods and procedure as described in the Operator's and / or Aircraft
Maintenance Manual are used.
The aircraft towing team is to comprise the Chief, Tug Driver, Brakeman and sufficient look-out men to cover
wing tips, fin, wheels etc. as required. The chief is to brief the team and ensure all team members fully
understand the complete procedure to be conducted and their individual responsibilities. Particular care in
this respect should be taken on the understanding of hazard warning and emergency signals.

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Before moving the aircraft, the Chief is to satisfy himself that the physical condition of the aircraft is
satisfactory for it to be moved and that all team members are suitably competent and understand their
roles.
Attention must be given by the Brakeman to top up brake accumulators or power braking systems as
required for the task to be undertaken. The chief is to be positioned so as to see and be seen by the Tug
Driver, Brakeman and all lookouts, under no circumstances is any person to board or alight from a moving
tug or aircraft. The Chief will ensure a satisfactory means of team communication exists.
Any towing operation must be performed at a speed not exceeding a walking pace. Particular regard is to be
taken of any tow bar / tug / aircraft fail-safe features such as shear / overload pins. Unless this is advised to
the contrary, all landing gear retraction ground locks will be fitted and appropriate documentation entries
made to that effect requiring removal before flight.
The Chief will make sure that any precautions in respect of shock strut min / max dimensions are observed
and that any prescribed max towing angles and turn radii are observed.
Particular additional precautions must be observed by the Chief when towing in poor light conditions when
consideration must be given to the illumination of potential hazards. Aircraft navigation lights should be on
at all times during aircraft movement.
Extreme care is to be exercised by all team members when manoeuvring aircraft into or between other
aircraft. The tug is to proceed at not more than a slow walking pace and both Tug Driver and Brakeman are
to be prepared to react immediately to an emergency stop order. Noise is to be minimized so that the Chief's
commands or warnings from lookouts can be clearly heard. Bystanders, not involved in the towing operation,
are to be kept clear of the area and are not to shout or give any signals, which could distract or mislead the
towing team.
Extra care is to be taken when manoeuvring an aircraft with non-operational brakes. Towing speeds are to
be reduced and additional chock men safely positioned in proximity to main wheels.
When manoeuvring each main wheel is to be positioned with a chock ready to stop the aircraft in an
emergency.
Aircraft wheels are to be chocked as soon as the aircraft is correctly positioned and the aircraft left in the
correct configuration for intended operations.
Parked aircraft are to be broken, chocked and configured in accordance with the Operator's and / or
Maintenance Manual. Particular attention is to be paid to:
a) The type and position of wheel chocks
b) Nose-wheel steering to be engaged
c) Blanks and covers to be fitted securely with warning flags / streamers clearly visible
d) Power, including internal batteries, to be disconnected when not required
e) Aircraft heading and configuration to be as required for prevailing and forecast weather conditions
f) Ground equipment to be moved away from aircraft and secured to prevent damage to aircraft in high
winds
g) Doors and access panels to be closed and locked
h) Brake accumulators are to be checked and topped up at twelve hour intervals if parking brakes are to be
left on
Inspector / Chiefs are to ensure the aircraft parked in the open are checked daily for damage and security.

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Sealing
Normally, sealing is applied in parking whole night or long time parking of aircraft when abroad. (Outside of
base)
When there is parking whole night or long time parking in domestic operations, if there is ground handling
equipment (like passenger step or loading conveyor belts or similar) that provide access to any doors and
access panels, they shall be pulled back away from aircraft. If they are not pulled back away, sealing shall be
applied to each doors and access panels.
If there is any damage to the sealing Maintenance Chief, Station Manager and according to situation
Maintenance Manager are informed about the situation. First of all, an inspection is to be performed by
Technical Staff on the door. Then, a security inspection is to be initiated if it is seen necessary by the Security
Manager. New sealing shall be applied if there is no security concern.
2.24.5 Power plant Borescoping

2.24.5.1 Purpose
To ensure that only correct borescope procedures as described in the Operators and or Aircraft Maintenance
Manuals are used.
Personnel recommended for borescope inspection must hold a valid engine type on their maintenance
licence, and required borescope training certificate. Quality Department gives borescope authorisation when
technician received required theoretical and practical training.
2.24.5.3 Procedures
The qualified personnel that mentioned above are authorised to perform and certify the borescope
inspections in accordance with the Maintenance Manual for those engine types qualified for.
When any crack found, dimension shall be evaluated and recorded in the test report (F-MM-166) in
compliance with the capability of borescope equipment.
2.24.6 Servicing and Fuelling

1 Servicing
Maintenance will be carried out in accordance with the procedures detailed in the applicable Aircraft
Maintenance Manual and the customer’s specific Technical Handling Procedures.
2 Fuelling
Fuelling of Aircraft will be carried out in accordance with the procedures detailed in the Aircraft
Maintenance Manual and the customer specific Technical Handling Procedures.

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These procedures include, but are not limited to the following:

1. Ensure that the refuelling truck is bonded to the aircraft
2. Ensure that the refuelling hose is bonded to the aircraft
3. During the refuelling the APU, GPU may be running but must not be started or restarted during any
fuelling operations
4. Regulations with regard to fuelling with passengers on board the aircraft fuelling with passengers on
board the aircraft may be carried out providing the captain of the aircraft is informed and takes the
required precautions
3 De / Anti-Icing
ATS Team is responsible only for giving supervision service to de / anti-icing operation as per maintenance
agreement and according to airport condition.
Providing / supplying of all necessary tools, equipment, vehicles etc. and documentation is under the
responsibility of the customer. Appropriately authorised C/S supervises de / anti-icing operation according to
latest revisions of AMM, Operation Manual, “Recommendations for De-Icing / Anti-Icing of Aircraft on the
Ground” document of AEA (Association of European Airlines) and customer’s de / anti-icing manuals &
procedures (if applicable and provided by customer).
2.24.7 Electrostatic Discharge Sensitive (ESDS) Devices

2.24.7.1 Purpose
To describe the importance of the proper handling at the various stations in the life of an ESDC electronic
device. It further determines the training requirements for the personnel involved and refers to prime
manufacturer instructions.
It applies to the maintenance personnel at the base and line stations including:
- Shipping / Receiving Section
- Store Personnel
Many electronic line replaceable units (LRU’s) contain microcircuits and other sensitive devices which may
be damaged internally by electrostatic discharges. These units are identified as being electrostatic discharge
sensitive (ESDS). Decals are installed on ESDS LRU’s to indicate that special handling is required. Personnel
who remove, install and transport ESDS LRU’s must have an understanding of static electricity including its
generation and the protection required from static discharge.
2.24.7.2 Responsibilities
It is the responsibility of all department and unit Managers to ensure that their personnel are aware of the
phenomenon of electrostatic discharge damage and the expensive consequences of failing to observe the
correct procedures. Manufacturer’s instruction must be available in close proximity of the area affected.
All personnel involved in removing, installing or handling ESDS devices must responsible follow the
manufacturer precautions when handling equipment that has been identified with an electrostatic sensitive
label.

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The department Managers are responsible to ensure that static–safe by recorded measurements at intervals
recommended by the manufacturer.
Quality department shall audit the affected areas once a year.
2.24.7.3 Procedures
The basic concept of complete static protection for electronic components is the prevention of static build-
up where possible. A static-safe work area" is one element of controlling (preventing) static build up. Such a
static controlled work station must be used where ever, “ESDS” components are to be tested, handled or
repaired. The following describes the general handling procedure at the various stations in the life of an ESDS
device.
Incoming Receiving / Shipping

Packages containing ESDS parts should not be opened to verify count, unless opened at a static-controlled
work station. The same type of static controlled area used for incoming/receiving should also be used for
preparing parts for shipping. Parts may remain packaged in any suitable conductive material as received
from the supplier. The conductive package must be completely enclosed (no open end).
ESDS Parts Storage

After leaving the incoming-receiving / shipping area only those ESDS parts in shielded conductive wraps and
LRU's in metal enclosures with protective connector caps installed, can be handled and stored as ordinary
parts in any regular storage bin, such as metal, wooden or cardboard boxes.
Hard grounded storage racks with conductive shelves and storage bins would only be required if the part is
in an unprotected container (antistatic bag, antistatic DIP tubes etc.).
Parts Dispatching
The dispatch of the small parts ESDS devices from the store to various work areas would follow the
conventional way, provided these devices are contained in conductive bags or conductive film wrap. Larger
parts such as Printed Circuit Boards / Assemblies (PCB/PCA) may be transported to the work areas in metal,
wooden or cardboard boxes provided the PCB / PCA are protected in conductive bags. Unprotected parts
must be transported in covered conductive tote box containers and opened at a static controlled work
station.
Training Requirements
The following general requirements do apply the personnel involved with the handling of ESDS devices:
1. They must understand the basic rules for static protection.
a) Store and transport ESDS devices only in properly labelled and sealed conductive static
shielded containers or packages.
b) Remove, handle and repackage only at approved static controlled workstations.

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2. They must be aware of the consequences when failing to observe the correct procedures.
a) Damage to internal components of an ESDS can vary from system characteristics changes,
performance degradation to complete destruction / catastrophic failures.
b) Can cause considerable and expensive maintenance “headaches” which may lead to lack of
confidence in the equipment.
3. They must be able to explain the differences in protective covers and caps.
a) Black / Grey conductive covers
b) White anti-static cover
c) Normal dust covers
4. They must be able to identify ESDS devices by the ESDS logo (black logo on yellow background)
The instructions given to the personnel shall be based on the manufacturer recommendations. Each
department Manager must keep a record of such instructions. Maintenance personnel holding aircraft type
ratings and who have received ESDS training as part of the aircraft type ratings and who have received ESDS
training as part of the aircraft type instructions do not require a separate record.

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2.25 Procedures to detect and rectify maintenance errors

References:
145.A.60(a), (b), (c), (d); AMC 145.A.60(b); 145.A.65(b)3; AMC 145.A.65(b)3; 145.A.70(a)12
2.25.1 Purpose
The purpose is to detect and rectify maintenance errors before release to service.
Maintenance Management and Quality Management are responsible for determination of best practices for
performance and control of maintenance tasks.
Certifying Staff are responsible for inspection (quality control) and certification of performed tasks.
Inspectors are responsible for second inspection of Duplicate Inspection Items.
2.25.3 Procedure
2.25.3.1 Detecting, Reporting and Rectifying Maintenance Errors
a) Maintenance Personnel shall have training on Maintenance Human Factors Principles as detailed in 3.13
Certifying Staff Qualification and Training section of this MOE. Main aim of this training is to encourage
and motivate maintenance personnel to detect and rectify maintenance errors.
b) Maintenance personnel are encouraged to report any maintenance errors that they may have caused,
discovered or witnessed during the course of their work, regardless of whether they are of a major or
minor nature. Maintenance errors may be reported by the operators after the aircraft has left the
Company facilities. They may also be discovered as a result of an incident or accident investigation,
warranty claim or internal occurrence reporting.
c) Where the Quality Manager determines that the maintenance error is a reportable occurrence, a report
shall be raised in accordance with the procedure in MOE Part 2.18. The operator and the manufacturer
shall be informed accordingly.
2.25.3.2 Avoiding Errors before Release to Service:

The elements of Error Avoidance are detailed below:
• Physical Fitness: All maintenance personnel shall be medically checked for Physical Fitness including
their Hearing and Vision.
• Awareness, Education and Safety Culture: Continuation Training are planned and performed on
Maintenance Human Factors Principles.
• Fatigue Policy: Fatigue, as a source of error, shall be avoided.
• Reporting of bad documentation.
• Detection of Errors: Second Inspections, CRS Release
• Work Logging and Recording: Sub-task signing, sign-offs, tally sheet usage, etc.

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2.25.3.3 Error Capturing Mechanisms

Error capturing forms an important part of the safety net. There are many types of error capturing
mechanisms, including functional checks, leak checks, inspection of tasks before signing for work done by
others, independent Duplicate Inspections (DIs), pilot pre-flight checks, etc. EASA Part145 offers duplicate
inspections as one means of detecting errors, and lists likely criteria for applying such inspections.
Functional Checks:
Functional checks are error-capturing mechanisms in some instances since they will detect, if proper actions
are performed, if something is not installed, secured properly, adjusted correctly or meets specified criteria
in the manuals. This is true for most systems and is an inherent part of the maintenance process. It is, in the
majority of cases, impossible to carry out a duplicate inspection on a flying control without a functions check
since the range of movement, control stop clearances, control system friction or loading checks cannot be
determined otherwise.
The problem is that since they are regarded as an inherent part of the system, it is only when the function
checks or ground runs are not carried out and an incident occurs, (e.g. the well-publicized double engine oil
loss on a 737-400 at Daventry, UK1) that their benefit in error prevention or error capture is properly
realized.
Duplicate Inspections:
Duplicate Inspections are inspections where the task or process is performed by one person, a first check
carried out by that person (if qualified to self-certify) or by a supervising certifying engineer, and then
independent checks carried out by a second suitably qualified person. Both the first and second checks
should be thorough and, in the case of control systems, ensure that they include functional checks for
freedom and full range of movement.
Pilot Pre-flight Checks

Whilst not specifically intended as a mechanism for capturing maintenance errors, nevertheless pilot pre-
flight checks should act as another barrier to prevent such an error from resulting in an accident. A well-
publicized incident involving an Airbus 320 at Gatwick where the spoilers were left in maintenance mode
might have been prevented had the pilots noticed that the flight controls were not responding correctly
during the pre-flight checks.
Disciplinary Policy
One of the prerequisites for a successful Maintenance Error Management System is that staff should feel
that they can report occurrences and errors openly, without fear of punitive action.
The reporting aspect may be accomplished by means of a confidential reporting scheme, but in order to
investigate the occurrences, it is necessary to speak to the individuals involved. A blame-free approach is not
the answer, since some actions are blatantly negligent and warrant punitive action.

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It is necessary to have clear policy stating that staff will not be punished for genuine errors. Each company
will need to decide what its policy is concerning the ‘grey’ areas between error and negligence, where
violations may have been committed but where punitive action may not be appropriate.
Some example wording and further guidance are given below:
Staff is encouraged to report safety concerns and errors, and to cooperate with investigation of incidents,
the primary aim being to establish why the problem occurred and to fix it, and not to identify and punish the
individual(s) concerned.
It is the company’s policy that an unpremeditated or inadvertent lapse should not incur any punitive action,
but a breach of professionalism may do so.
It may be necessary to stand down (suspended) an individual pending investigation. This should not be
interpreted as punitive action but, rather, as a precautionary safety measure.
As a guideline, individuals should not attract punitive action unless:
a) The act was intended to cause deliberate harm or damage.
b) The person concerned does not have a constructive attitude towards complying with safe operating
procedures.
c) The person concerned knowingly violated procedures that were readily available, workable, intelligible
and correct.
d) The person concerned has been involved previously in similar lapses.
e) The person concerned has attempted to hide their lapse or part in a mishap.
f) The act was the result of a substantial disregard for safety.
This does not mean to say that individuals will incur punitive action if they meet one of the above conditions;
each case will be considered on its merits.
“Substantial disregard”, in item (f), means:
• In the case of a certification authorisation holder (e.g. licensed engineer or Certifying Staff) the act or
failure to act was a substantial deviation from the degree of care, judgment and responsibility
reasonably expected of such a person.
• In the case of a person holding no maintenance certification responsibility, the act or failure to act was a
substantial deviation for the degree of care and diligence expected of a reasonable person in those
circumstances.

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2.26 Shift / task handover procedures

References:
145.A.47(c); AMC 145.A.47(c); 145.A.70(a)12
Inspectors are assigned to each work shift in which inspections are scheduled. In the event an inspector is
required and is not available a qualified substitute inspector will be assigned.
During shift changes, maintenance chief or chief inspector will prepare a detailed written daily status to the
next shift leader explaining all maintenance activities accomplished and not accomplished during their
responsible shift. The following information is provided:
• Facility status
• Work status
• Manning status
• Outstanding issues
• Other possible information
New shifts have to be ready at maintenance building latest 30 minutes before the change of shifts.
Task handover is not applied while a continuing maintenance. If the task is stopped for any reason, action
performed will be recorded in daily status form, and continuation of the task will be performed by the
maintenance chief who started the task, if this is not possible, he will transfer the information of the
performed task to the new responsible maintenance staff, by daily status form. The maintenance record
should be completed until the step where the work is stopped. Handover is explained to maintenance
personnel in company procedures training.
For base maintenance activities, overview of the work order will be followed by the responsible planner and
updated at the end of each day. Additionally each maintenance task will be attached to a task identification
card which includes status of the task.

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2.27 Procedures for notification of maintenance data inaccuracies and ambiguities to the type certificate
holder
References:
145.A.45(c); AMC 145.A.45(c)1, 2; 145.A.70(a)12
2.27.1 Purpose
This procedure is required to inform the Type Certificate Holder (TCH) and other sources of Maintenance
and Airworthiness Data about the inaccuracies and ambiguities in the documents to enable them perform
necessary corrections.
All personnel who use Maintenance Data are responsible to inform Quality Department about the
inaccuracies and ambiguities in Maintenance and Airworthiness Data.
Necessary correspondence with the TCH or EASA is responsibility of the Quality Department.
2.27.3 Procedure
Planning and Engineering Management is responsible to revise the maintenance data used directly or as a
reference in the planned maintenance as a part of maintenance packages and engineering orders in terms of
clarity, sufficiency of detail, consistency and entirety.
All personnel who use Maintenance Data in the performance of maintenance are responsible to ensure that
used Data is up to date in terms of clarity, practicability, sufficiency of detail and adequacy.
In case of a discrepancy in the data, all personnel who use Maintenance Data shall suspend the maintenance
activity and inform Base Maintenance Manager/Maintenance Manager to avoid any wrong performed
maintenance. Base Maintenance Manager/Maintenance Manager examines the case and he corrects the
discrepant data by getting the required information from;
• Another approved reference document, if available,
• Maintenance / Engineering Support Department of TCH.
Letters shall be kept until the inaccuracies are corrected.

Until the data is verified, he either cancels or defers the maintenance task. If alternate maintenance method
is possible, task can be performed by the alternate method to avoid time loss. In any case, Base Maintenance
Manager/Maintenance Manager informs Quality Department about the inaccuracies and ambiguities they
detected in Maintenance and Airworthiness Data.
On receipt of the information, Quality Manager checks the data and in coordination with Base Maintenance
Manager/Maintenance Manager, prepares a written application to Maintenance / Engineering Support
Department of TCH for clarification of the discrepant information. The application shall include detailed
information on what the discrepant data is, how and where the problem has emerged and how quick
response is awaited.

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If the discrepancy has an impact on Flight Safety or Airworthiness of the aircraft, EASA and Operator as well
as the manufacturer are informed in accordance with “2.18. Reporting of Unairworthy Conditions to
EASA/Operator/Manufacturer” part of this MOE and using EASA Form-44 as soon as possible and no later
than 72 hours.

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2.28 Production planning procedures

References:
145.A.47(a), (b); AMC 145.A.47(a), (b); 145.A.70(a)12
General:
Production Planning and Control Management arranges, coordinates and checks or regulates all level work in
base of ATS Team. All of these works are performed by Planning Department with Engineering Department,
Maintenance Department and Supply Department.
Prior to an aircraft input, planning shall review the contract made with the customer to determine the scope
of work required. The planner in charge shall ensure that the work order or contract is clear in its’
requirements and that the work requested is within the scope of ATS Team approvals.
Then work package is analysed and accordingly man-hour calculations for each individual skill is
accomplished by Planning Department. Based on the calculations, man-power allocations are done. At the
end of this term customer is acquainted with related checks.
Necessary materials for maintenance can be provided by ATS Team store or by customer (materials provided
by customer, must be inspected and accepted by ATS Team store in accordance with procedures described
in Section 2.2) in compliance with the agreement between ATS Team and customer.
Tools for maintenance are provided by ATS Team tool room or may be loaned from a third party company.
(See Section 2.4)
Organisation of Maintenance Personnel and Resources
Before commencement of maintenance, planning functions such as material planning, necessary tools,
equipment, man-hour planning and man-hour availability, maintenance data availability are considered.
Weekly man-hour planning is performed by Maintenance Management or an authorised person by
Maintenance Management every Friday.
Additionally, human performance limitations are strictly observed during all planning activities. Availability of
materials, necessary tools, man-hours are an integral part of preparing the work package.
Availability of materials used for aircraft and component maintenance is followed by Supply Department.
Materials which are used regularly are followed by stock levels determined according to materials annual
usage rates and suppliers’ lead times.
Materials which are not used regularly are ordered when they are requested by the related department. All
materials are made available in the stock before maintenances

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Planning of Critical Tasks

Critical tasks are scheduled due to type of the work, timing and accomplishment, necessary caution when
staff are likely to be most fully aware. Limitations of human performance are considered while planning to
perform critical tasks that are planned for the times human concentration is in the normal and/or high level.
Control of Critical Tasks are explained in 2.23 of this MOE
Performance of A check at line stations

Regarding “A check” approved line stations other than İstanbul and Antalya; tools, equipment and personnel
required for an “A check” may not be permanently available at the station. Whenever a contracted operator
requires “A check”, planning department performs planning and coordination of that specific maintenance
package.
For this purpose, the customer shall provide maintenance package to the planning department within a
reasonable time before the maintenance. Planning department evaluates the package by paying specific
attention to the special processes such as NDT or borescope and any additional task that may require special
tools. Material, tool, equipment and personnel requirements for the package is determined and planning
department makes an analysis by considering tools, equipment and material available in the line station and
identifies additional items required for the “A check” package. By considering the ground time of the
customer aircraft, planning department determines minimum personnel required for the “A check” and
informs the maintenance department to ensure that sufficient number of staff is available at the line station
during maintenance.
Base Maintenance Production Planning

Sufficiency of hangar space is demonstrated by the hangar visit plan which is prepared by Planning
Department.
During maintenance work, the maintenance teams and shift are to be organised and being provided by all
necessary support to ensure the completion of maintenance without undue time pressure.
Before a base maintenance check starts, base maintenance manager, together with at least the category C
C/S, category B1 or B2 S/S and the responsible planner and the staff who will work in this maintenance work
shall make a meeting to discuss the details of the agreement, major tasks to be performed and tasks which
requires special attention. Additionally the technical staff is divided into groups to identify responsible tasks
of each group. It is the daily responsibility of Base Maintenance Manager proper reassess of the work
intended to be carried out when actual staff, tool and equipment, material or any other resources availability
is less than planned (ref. EASA Part 145.A.30(d)).
All day-to-day Base Maintenance activities are co-ordinated on daily meetings.
Daily manpower / production planning of all type of maintenance processes in Aircraft Base is made,
followed and revised by the Base Maintenance Department.

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EXPOSITION Chapter : L2
PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES
L2.1 Line maintenance control of aircraft components, tools, equipment, etc.

References:
145.A.70(a)12, 15; 145.A.75(b), (c), (d)
L2.1.1 Purpose
To define the procedure to be adopted by Line Maintenance personnel for control of aircraft components,
tools and equipment held at Line Stations.
L2.1.2 Responsibility
The responsibility for observing this procedure is with all personnel involved in Line Maintenance. The
responsibility for control of aircraft components, tools and equipment held at Line Stations is with the Line
Maintenance Technicians.
L2.1.3 Procedure
All aircraft components, tools and equipments are stored in accordance with paragraph part 2.2, 2.3, 2.4,2.5
and 2.6 of this MOE, with particular regard to access control, segregation and control of stock, storage
conditions and receipt and dispatch requirements.
Updated Maintenance Data or internet access Login provided by aircraft operator are stored and controlled
by Engineering and planning department via network , internet connection where established.
All unserviceable or time-expired tools must be appropriately labelled and returned promptly to Stores
Office for repair or calibration.
Loan of Tools
a) All loaned tools should normally be returned by the end of each working day/shift Items not returned by
the end of each maintenance or working day/shift may be regarded as "Lost Tool" and investigation
must be immediately initiated. Form F-MM-194 will be filled by the maintenance staff and the chief.
b) Items which are damaged or become defective while on loan, must be returned immediately to Stores,
and correctly labelled, stating the defects and how they occurred.
c) Borescope equipment must be inspected upon receipt from the Tool Store and any defects entered in
the Borescope Condition Record. On completion of loan, any further defects must be notified and
recorded.
Loan of Tools to other Bases

a) All loans to other Line Station must be recorded , along with information regarding the agreed term of
loan.

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b) All loans to other Line Station must be transacted through Stores, by the use of form F-MM-195 form to
ensure that the item is controlled, recorded and followed by IST Tool room.
Control and Maintenance of Line Equipment

a) The Line Technician is required to ensure that all Line Maintenance equipment in use and under his
control is maintained to a safe and acceptable standard.
b) All major deficiencies must be notified in writing to the Tool room, as soon as possible.
c) Where an item of equipment becomes defective, it must immediately be withdrawn from use and
labelled accordingly, pending rectification action.
d) All loans to other Line Stations are used, controlled, properly stored under responsible of Duty
Technicians.
e) Duty Technicians on other Line Stations are responsible to inform to IST Tool room if any defective or
missing tools occur, immediately by filling F-MM-194.
CAUTION: No member of staff must knowingly use, or permit others to use defective equipment.

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L2.2 Line maintenance procedures related to servicing / fuelling / de-icing including inspection for /
removal of de-icing / anti-icing fluid residues etc.
References:
145.A.70(a)12, 15; 145.A.75(b), (c), (d)
L2.2.1 Purpose
To make reference to specific maintenance procedures contained in other parts of the company procedures
manual.
Aviation Technical Services Team Line Maintenance Organization is able to perform line maintenance
servicing works in compliance with the aircraft’s approved technical data which is provided by the aircraft
operator.
L2.2.3 Procedure
Servicing of an aircraft normally consists of a number of tasks closely related line maintenance. Some of
those tasks, such as engine, oil and hydraulic fluid servicing, pre-flight inspection and scheduled checks are
the maintenance items required by customer approved maintenance program and the Aircraft cannot be
released to service on customer technical log in accordance with Part 2-16 of this MOE unless this servicing
has been completed.
ATS Team has no any qualified staff for de/anti icing performing / supervising.
ATS Team performs fuelling only for maintenance purposes such as trouble shooting, parking in windy
condition, fuel leakage check etc.
All line maintenance operations are carried out and supervised by line maintenance personnel according to
procedures such as engine oil, hydraulic and fuel servicing which are given in the manufacturer’s
maintenance manuals.
Training and management of technical documentation of operator is explained 2.13.

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L2.3 Line maintenance control of defects and repetitive defects

References:
145.A.70(a)12, 15; 145.A.75(b), (c), (d)
L2.3.1 Purpose
To specify the requirement for the control of defects and ensuring that appropriate rectification and
recording action is taken.
Repetitive Defects:
It is the responsibility of the Maintenance, PPC and Engineering department to:
a) Input technical log data on the relevant software, which is followed-up on daily basis by the
Maintenance Manager and chiefs utilizing appropriate ATA reference
b) On completion of defect closure, maintain field records of defect by aircraft type, registration and ATA
chapter
It is the responsibility of certifying staff to:

a) Review data for any repetitive defects on a regular basis.
b) Issue a print of open repetitive defects on a 14-day basis
It is the responsibility of the Engineering Department to:

a) Review repetitive data daily basis and confirm repetitive status
b) Establish appropriate troubleshooting or remedial action.
c) On satisfactory rectification of defect close repetitive defect
d) Retrieve hard copy print out and file in individual aircraft file. Provide copy to technical services office.
Repetitive and Deferred Defects:

The operator is responsible for recording of defects in the technical log, certifying staff is responsible for
rectification of deferred defects during line maintenance as required.
L2.3.3 Procedure
L2.3.3.1 Defect and Repetitive Defect Follow-up
All line maintenance actions are recorded in Technical Log Book and Non Routine Work card for each aircraft
and one copies of TLB or NRWC are sending to customer by hand or scanned copies via internet at the
beginning of each working day.
Defect and Repetitive Defect follow-up are the responsibilities of Customer.

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L2.3.3.2 Control of Deferred Work

To have a complete survey and control of deferred work in the line maintenance, the items are entered in
the following lists placed in the technical log system of the customer, depending on category of the defects
and related procedures of the customer. ATS Team. Certifying staff and related personnel are trained and
assessed about usage of customer technical log system.
- Deferred items that are under MEL category and adversely affecting aircraft operation and
performance are entered in Hold Item List or equivalent form of the customer.
- Non-performance related deferred items are entered in Non-Performance Acceptable Deferred
Defects List or equivalent form of the customer.
- Cabin acceptable deferred defects are entered in related customer form in technical log system.
- Unairworthy conditions are reported to The Authority, operator and manufacturer in accordance
with MOE part 2.18
L2.3.3.3 Operation with Reference to the Minimum Equipment List

As an EASA Part 145 Approved Maintenance Organization, ATS Team has always a copy of customer
Minimum Equipment List (MEL) that is customized from MMEL and approved by the National authority for
each Aircraft type within customers’ fleet.
If defect could not be rectified due to any lack of qualified staff, material, component, tool / equipment and
ground time, defect can be deferred in accordance with aircraft operator’s approved MEL / CDL item.
All defects related with cabin items are considered as aircraft defect and transferred to Technical Log Book if
it is MEL / CDL item.

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L2.4 Line procedure for completion of technical log

References:
145.A.70(a)12, 15; 145.A.75(b), (c), (d)
ATS Team authorised certifying staff completes operator’s Technical Log Book according to the
documentation procedures which is provided by aircraft operator. Technical log page copies distributed
according to operator’s request. For details of sign off procedure please refer to Part 2.13.3.3 of this MOE
Responsibility
It is the responsibility of appropriately authorised staff to familiarize themselves with this procedure,
relevant contract operator’s procedure and any customer’s requirement before making certification in an
any customer aircraft technical log book.
Cabin Log Book or equivalent customer form will contain same maintenance information for cabin interior
items except flight information. Operationally significant cabin defects such as cabin crew seat retraction and
harness, communications, door actuation/evacuation, safety equipment, toilet flush failures which are
incorporated with MEL / CDL items must be entered to AFML depending on customer technical log
completion procedure.
Before starting of usage of customer technical log, all related certifying staff of ATS Team are trained
concerning customer technical log completion procedure. Quality Department, Maintenance Department
and customer should be in coordination for training of log completion. Additionally, staff who will work on
ETOPS maintenance shall be trained on ETOPS procedures of the operator. Training given to all staff shall be
recorded and these records shall be kept by quality department for 3 years.
The Maintenance Records are kept for 3 years period please refer to MOE 2.14 for details.
Minimum Equipment List Application
a) The MEL is intended to permit operation with inoperative items of equipment for a period of time until
repairs can be accomplished.
b) Customer must establish and provide to ATS Team a Minimum Equipment List for each type of Aircraft
within its fleet, approved by the National Authority, based on, but not less restrictive than the relevant
MMEL.
c) ATS Team does not operate an Aircraft other than in accordance with the approved MEL unless
permitted by the National authority. Any such permission does not permit operation outside the
constraints of the MMEL.
e) When an item is discovered to be inoperative, it is reported by making an entry in the customer
technical log according to the related customer procedure. It is then repaired or may be deferred per
the MEL / CDL.
f) All deferred item under MEL / CDL category are in recorded in to HIL or equivalent customer form.
ETOPS Application
If an aircraft is required to be maintained in accordance with ETOPS procedures, the operator shall inform
the ETOPS criteria (configuration, component status and technicians qualifications) of its aircraft before the
maintenance of the aircraft. Line maintenance chiefs shall plan ETOPS maintenance tasks in order to ensure
that certifying staff who has received ETOPS training shall work on these tasks.

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L2.5 Line procedure for pooled parts and loan parts

References:
145.A.70(a)12, 15; 145.A.75(b), (c), (d)
L2.5.1 Purpose
To define procedure for the fitment and return of used and unused loan items to ATS Team stores.
The responsibility for observing this procedure is with the maintenance technician fitting or removing a loan
item on a customer aircraft.
L2.5.3 Procedure
a) When a component is needed for an aircraft and the organisation is out of stock the component may be
loaned or exchanged from another organisation.
b) As another option, ATS Team. EASA Part 145 Approved Maintenance Organization has agreements with
certain suppliers; Components from such sources are supplied on exchange basis. In that case, PPC and
Engineering Department determines technical details such as P/N, time status, modification status, etc.
c) Supply Department issues order containing all necessary technical and commercial details.
d) Acceptance, storage and tagging of these components or parts are performed in accordance with 2-2,
2-3 and 2-4 of this MOE and EASA Part 145 requirements.
e) Remaining time to next maintenance, AD applications and modification status are also taking into
account for pooled or loaned part by SD and AD.
f) Forms and their usage instructions for loan and exchange are contained in documentation file of the
subjected part.
Caution: Care must be taken when handling all component/parts to avoid inadvertent damage and
subsequent high repair costs. Maintenance manual procedure must always be referred to for correct
removal and fitment of components. Only correct blanks and packaging material must be used.

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L2.6 Line procedure for return of defective parts removed from aircraft
References:
145.A.70(a)12, 15; 145.A.75(b), (c), (d)
L2.6.1 Purpose
To define the procedure for the return of defective parts removed from aircraft
The responsibility for observing this procedure is with the maintenance technicians who certify the removal
of a component part.
L2.6.3 Procedure
Action following removal:
a) Where applicable, any surplus oil or fluid should be drained off. Blanks and adapters removed from the
replacement item should be fitted to the unserviceable item. An unserviceable item-tracking card
should be completed in full and attached to the defective component.
b) The defective component should wherever possible, be re packed in the original packaging supplied
with the replacement part. Where this is not possible, care must be taken to ensure that the
component is adequately protected for shipment. Unserviceable items, correctly blanked, packaged and
labelled, must be returned to stores to await shipment. Where a line store is the responsibility of the
Line Maintenance Technician, he must ensure that all unserviceable items are segregated into an area
designated for that purpose.
c) Dismantled parts or surplus parts are returned to ATS Team Maintenance Base, Ataturk Airport for
repair cycle as soon as possible.
d) Tagging and packing of removed part or component is done by responsible storekeeper and
maintenance personnel at the line station in accordance with L2-1, 2-19 of this MOE.
e) All removed components are kept in segregated area before shipment.

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L2.7 Line procedure control of critical tasks

References:
145.A.65(b)3; AMC 145.A.65(b)3; 145.A.70(a)12, 15
ATS Team performs to control of critical tasks as given in this MOE 2.23. The purpose of this procedure is to
minimise the rare possibility of an error being repeated whereby the identical aircraft components are not
reassembled thereby compromising more than one system. One example is the remote possibility of failure
to reinstall engine gearbox access covers or oil filler caps on all engines of a multi-engined aircraft resulting
in major oil loss from all engines.
Another example is the case of removal and re-fitment of oil filler caps, which should require a re-inspection
of all oil filler caps after the last oil filler cap, has supposedly been refitted.
In order to detect and rectify maintenance errors that could, as minimum, result in a failure, malfunction, or
defect endangering the safe operation of the aircraft if not performed properly; duplicated inspection is
applied for the critical items.
The method for capturing errors, and the maintenance tasks or processes concerned for above mentioned
cases; will be based on follow up of the maintenance activities by responsible maintenance chief, and also by
tracking of the maintenance tasks’ completion properly by the qualifying inspectors.
In order to determine the work items to be considered, following information should also be processed.
- Previous experiences of maintenance errors, depending on the consequence of the failure,
- Information arising from the ‘occurrence reporting system’ required by 145.A.60,
- Member State requirements for error capturing, if applicable.
In order to prevent omissions, every maintenance task or group of tasks should be signed-off. To ensure the
task or group of tasks is completed; it should only be signed-off after completion. Work by unauthorised
personnel (i.e. temporary staff, trainee,) should be checked by authorised personnel before they sign-off.
The grouping of tasks for the purpose of signing-off should allow critical steps to be clearly identified
Note: A “sign-off” is a statement by the competent person performing or supervising the work, that the task
or group of tasks has been correctly performed. A sign-off relates to one step in the maintenance process
and is therefore different to the release to service of the aircraft. “Authorised personnel” means a personnel
formally authorised by the maintenance organisation approved under EASA Part 145 to sign-off tasks.
“Authorised personnel” are not necessarily “certifying staff”.
ATS Team shall ensure that when carrying out a modification, repair or maintenance, Critical Design
Configuration Control Limitations are not compromised. ATS Team shall pay particular attention to possible
adverse effects of any wiring change to the aircraft, even a change not specifically associated with the fuel
tank system. For example, it should be common practice to identify segregation of fuel gauging system
wiring as a Critical Design Configuration Control Limitation.

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ATS Team can prevent adverse effects associated with wiring changes by standardising maintenance
practices through training, rather than by periodic inspection. Training should be provided to end
indiscriminate routing and splicing of wire and to provide comprehensive knowledge of critical design
features of fuel tank systems that would be controlled by a Critical Design Configuration Control Limitation.
EASA guidance is provided for training to maintenance organisation personnel in an Appendix IV to be added
to AMC to EASA Part 145.
The maintenance of ignition prevention features is necessary for the inherent safety and reliability of an
aircraft’s fuel tank system. The aircraft cannot be operated indefinitely with the failure of an ignition
prevention feature. The failure will have a direct adverse effect on operational safety. It could prevent the
continued safe flight and landing of the aircraft or cause serious or fatal injury to the occupants. The fuel
system review required will identify ignition prevention features of the design. The failure of any of these
features may not immediately result in an unsafe condition, but it may warrant certain maintenance to
support continued airworthiness.

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PART 3 QUALITY SYSTEM PROCEDURES
3.1 Quality audit of organisation procedures

References:
145.A.65(a); 145.A.65(c)(1), (2); AMC 145.A.65(c)(1)
3.1.1 Definition of the Quality System

An independent quality system is established by ATS Team under the control of the Quality Manager to carry
out systematic audits of the processes and procedures established by this Exposition.
The Quality Manager directly reports to the Accountable Manager on all quality and airworthiness issues.
Management quality group of ATS Team is formed by all department Managers and chiefs and this group is
responsible for the quality of work ATS Team performs by ensuring that the procedures and processes in this
MOE is followed and EASA Part 145 and related regulations are fulfilled at all times.
Quality Manager may call for management review meetings to review all quality and airworthiness related
issues, such as quality policies, customer feedback, recurrent quality problems and incidents / accidents.
All staff is responsible for the quality of their own work. The results of major or uncorrected deficiencies are
advised to the Accountable Manager.
3.1.2 Company Audit Policy

Audit Plan
The primary objectives of the quality system are to ensure that safe, airworthy products are delivered and
that ATS Team remains within regulatory compliance of EASA Part 145 framework.
For this purpose, ATS Team audit plan, based on GM 145.A.65 (c) (1) is prepared as a cross reference table
(F-QM-003) and it is used as reference for preparing the audit schedule.
While preparing the audit plan, it is ensured that for following departments, MOE procedures and EASA Part
145 requirements related with the department’s responsibility are covered;
- Base maintenance
- Line maintenance
- Workshops
- NDT shop
- Engineering
- Production planning
- Quality
- Training
- Supply
- Store

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- Tool room
Related EASA Part 145 or MOE requirement that needs to be checked at each department is indicated as
“YES” in the audit plan. A requirement that is not related to the department is indicated as “NO”. The audit
plan is linked to the checklists used for audit of each department. The items marked as “YES” for each
department shall be demonstrated to be included in the checklist used for the audit of that specific
department.
Audit Schedule
Considering the work of ATS Team, a complete single exercise independent audit for EASA Part 145
compliance is not possible and a schedule is prepared for auditing.
Each year an annual audit schedule (F-QM-002) is prepared before end of January by Quality Manager and
approved by Accountable Manager. The schedule indicates which audit will be carried out at a specific
month and quality audits are carried out regularly according to this schedule.
Audit schedule shall demonstrate that each item listed below is checked during the specified periods.
- All EASA Part 145 and MOE requirements in all related departments, by considering the audit plan
mentioned above is checked in every 12 months. (Process and product audits for a workshop may be
combined if it is agreed by the workshop and the auditor)
- All product lines in scope of approval as described in chapter 3.2 are checked in every 12 months.
(This kind of audit is carried out during performance of maintenance and includes maintenance
during night shifts)
- All special processes, if available, are checked in every 12 months.
- All line stations are checked every 24 months, except high frequency stations, which shall be
checked every 12 months.
- All subcontractors working under ATS Team Quality System is checked in every 12 months.
Evaluation of suppliers is carried out with coordination of supply department.
Depending on the results of the audits, the period of the audits for a specific topic may be decreased
accordingly.
In case an audit at the audit schedule could not be carried out, the audit may be postponed by revising the
audit schedule. If any major change happens within ATS Team such as change in the scope of approval or
approved maintenance sites, audit schedule shall be revised. Audit schedule may also be revised according
to changes required or any operational reasons. All revisions of audit schedule shall be approved by
Random Audits
At least two random audits are carried out each year. Quality Manager shall decide the subject of random
audits by taking into consideration the following
- Previous audit results of a specific department
- If a product audit was not carried out on a type of aircraft for more than one year, a random audit
shall be performed on that specific type of aircraft as soon as possible.
- Upon the request of the Civil Aviation Authorities and/or contracted companies or observation of
findings in their audit, a random audit may be performed at that specific department.

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Random audits are not visible at the audit schedule and the audited department is not informed before the
audit.
Performance of Audit and Reporting

It is responsibility of Quality Manager to ensure that quality audit function is maintained to meet the
requirements of EASA Part 145.A.65 and that sufficient quality department staff resource are available to
perform the audit schedule.
Quality Manager is responsible for the preparation and amendment of yearly man-hour plan for quality
functions. In accordance with audit schedule, yearly workload for Quality Department is determined by man-
hour estimations for each task in the audit schedule and responsibilities of quality staff. In case of any short
falls, Accountable Manager is informed for immediate corrective actions.
Quality Manager is responsible for the audits conducted in ATS Team. Auditing personnel must be trained in
auditing activities and are independent of the activities to be audited which means they cannot be directly
involved in maintenance process or with maintenance certification that is audited. Part time auditors for
auditing departments who are independent from their duties and responsibilities may be assigned by Quality
Manager.
Before carrying out a scheduled audit, the responsible auditor shall notify related department by email.
Audits are performed by qualified and authorised auditors using the checklist (F-QM-001) which is prepared
for the specific department or subject. Checklists, which are also used as audit reports, at least include;
- Audit report number which is allocated as a unique number.
- Location of audit
- Audit date
- Name of auditor
- Name of responsible person
- Subjects audited
- References used
- Satisfactory or non-satisfactory. If non-satisfactory, non-compliance level and non-compliance report
number
- Remarks which shall list what was checked as evidence of satisfactory result
- Additional information may be included in the checklist if required
Previous audit findings for the audited department must be reviewed on scheduled audits.
Any non-compliance found is reported on the non-compliance report (F-QM-004). Non-compliances must be
classified as Level 1 or Level 2 in accordance with EASA Part 145 and chapter 3.3. Unique numbers allocated
to audit reports are used to track non-compliances on an individual basis.

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3.1.3 Records
All records (audit reports, checklists, audit schedules, corrective and preventive actions, etc.) may be
prepared in English or both in Turkish and English. All documents and correspondences mentioned above
shall be kept by Quality Department at least three (3) years.

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3.2 Quality audit of aircraft (and / or equipment)

References:
145.A.65(c)(1), (2); AMC 145.A.65(c)(1)
Audit of aircraft and components is carried out to check that final product is in compliant with applicable
standards. Quality audit of aircraft and components is not only visual check of the product but also and
mainly checking all the procedures and requirements associated with specific product example to ensure
that the end product should be an airworthy product.
Regarding the common subjects of process audits such as methodology of audit, documentation and
records, chapter 3.1 is followed.
While preparing the annual audit schedule, product audits are planned according to following criteria;
- One base maintenance product audit shall be planned for each type of aircraft in the scope of
approval
- One line maintenance product audit shall be planned for each type of aircraft in the scope of
approval
- One component product audit shall be planned for each component type in the capability list
- One NDT product audit shall be planned for each NDT method in the scope of approval
- One night shift product audit on any of the aircraft types maintained
Maintenance types to be audited shall be at “A” check level for line maintenance product audit and
component overhaul level for component product audits. For the cases where it is unlikely to carry out “A”
check on a specific type of aircraft, the audit may be performed during smaller maintenance packages.
Following items are checked during a product audit, where applicable;
- Production and plan of work package of the related maintenance activity
- Planning of maintenance regarding staff distribution
- Performance of maintenance, repair, test etc.
- Duplicate inspections and safety critical items
- Performance of the airworthiness directives
- Component, material, equipment / tool usage
- Using and understanding of maintenance related documents
- Releasing the aircraft or component to service
- Maintenance records and documentation
- Recording and tracing of deferred defects
- Human factor and performance issues
- Man-hour and hangar availability
- Qualification of the staff including but not limited to certifying staff
- Repeating defects and faults

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3.3 Quality audit remedial action procedure

References:
145.A.65(c)(2); AMC 145.A.65(c)(2)
3.3.1 Quality audit report feedback system

ATS Team has established a quality feedback reporting system to the senior management staff and
ultimately to the Accountable Manager to ensure proper and timely corrective action is taken in response to
reports resulting from the independent audit system. Every quality audit report, non-compliance report and
related correspondence shall be forwarded to Accountable Manager for information.
Audit reports are managed under Quality Department. For any non-compliance determined during an audit,
taking corrective and preventive actions for the non-compliance is under the responsibility of audited
department Manager and he shall make a response to Quality Department on the non-compliance report,
detailing the actions taken.
Findings in the non-compliance reports are transferred to a single file “non-conformity follow up list (F-QM-
006)” which is the database for finding tracking. The file is located in the “quality documents” folder at the
intranet and it is accessible to all ATS Team as read only. Quality Department may send it to related
departments for due date reminding purpose when required.
3.3.2 Corrective action and timescale

Findings shall be classified and timescales shall be determined as follows;
A level 1 finding is any significant non-compliance with EASA Part 145 requirements which lowers the safety
standard and hazards seriously the flight safety and there is no time limit for corrective action; the activity
shall be stopped until corrective action is completed.
A level 2 finding is any non-compliance with the EASA Part 145 requirements which could lower the safety
standard and possibly hazard the flight safety and it has 3 months of maximum time limit for corrective
action to be completed. Level 2 findings are not regularly provided with a 3 months due date. The auditor
shall examine the non-compliance and decide the due date in accordance with the actions to be carried out
to close the finding.
For a finding determined during an independent audit, the corrective action process is as follows;
- After agreeing with the audited department, the auditor will record on non-compliance report the
timescales in which corrective action is to be implemented. Non-compliance report is designed in a
way that it allows identifying and recording the finding, the root cause, the relevant immediate and
long term preventive action with the appropriate timescales.
- Audit report and non-compliance report shall be sent to the audited department Manager within 7
days after the audit.
- Related department shall carry out the immediate action as soon as possible and record it to the
non-compliance report.
- Root cause analysis shall be performed by the audited department with coordination of quality
department and in line with this analysis; preventive action shall be planned if required. The root
cause and preventive action plan shall be recorded to the non-compliance report.
- Preventive action shall be initiated by the audited department in cooperation with the quality
department.

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- When the preventive action is completed, non-compliance report shall be amended to include all
the details of the actions carried out.
- Follow up audits shall be scheduled when necessary to verify that corrective action was carried out
and that it was effective in eliminating any reported findings. The Quality Manager is responsible for
following and performing the audit schedule.
- After satisfactory actions are carried out, the non-conformity will be cleared from the outstanding
“non-conformity follow up list” by the Quality Department. Closure will be shown on non-
compliance report. For each action (immediate or preventive) the means of evidence should be
identified in advance and provided as a proof of the completion of action in order to close the
finding. Depending on the corrective action, evidence may be documents properly approved
(procedures, forms, tags…) or quality department on-site verification report recorded on non-
conformity form.
If a level 2 finding cannot be closed within the original timescale, the relevant department Manager may
apply quality department for extension. Quality Manager evaluates the reason of extension and if it found
acceptable, the due date of the finding will be extended for a maximum of 3 months. Extension does not
apply to Level 1 findings.
If a department does not respond to a level 2 finding 7 days before due date, a reminder is sent by quality
department to carry out necessary action for closure of the finding or ask for an extension request. If a
finding cannot be closed within the timescale, the finding shall be re-classified as level 1 and the activity shall
be stopped until corrective action is completed.
3.3.3 External audits performed by Authorities and Customers:

Any auditor in the Quality Department accompanies to the audits performed by the external audits and
Authorities for monitoring the auditing process. In case of any finding is determined by an authority or
customer, after getting the official report from the corresponding body, the finding is recorded to “non-
conformity follow up list”. Quality Department is responsible for coordination of the actions related to the
finding internally and for communicating with the authority or customer related to the audits.
3.3.4 Quality audit and feedback records retention

All records (audit reports, checklists, audit schedules, corrective and preventive actions and evidences, etc.)
may be prepared in English or both in Turkish and English. All documents and correspondences mentioned
above shall be kept by Quality Department at least three (3) years.
3.3.5 Review of the quality system overall results

Management Review Meeting shall be organised by Quality Manager twice a year. The meeting is led by the
Accountable Manager and all department Managers, related department chiefs and related quality
department staff shall be available at this meeting. The topics discussed during these meetings are at least
but not limited to the following items;
- Results of previous management review meeting
- Quality objectives status
- Audit results of internal and external audits
- Status of corrective and preventive actions

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- Customer complaints / feedbacks

- Changes that could affect the quality system
- Changes in EASA or related regulations
- Occurrence reports
- Recommendation from ATS Team staff
- Internal reports
The report of the meetings are prepared by Quality Manager and distributed to all senior Managers.
Regular meetings are carried out within the quality department to check the status of corrective actions
related to the audit results.
3.3.6 Root cause analysis

Root cause identification process starts with the immediate corrective action. An example root cause
analysis and a flowchart for this analysis is provided below.
Example finding;
The fridge used for storage of chemicals was found displaying temperature about 10 degrees
whereas HYSOL EA 9390 must be stored below 4 degrees.
Immediate corrective action
1- Discard the subject chemical and set the fridge to the required level or provide another fridge.
2- Investigate for similar cases within the organisation for present and past, including possible safety
implication of the usage of the chemicals.
The root cause depends on the result of this investigation. The chemical has been used recently or
possible effect on maintenance that may result on unsafe condition, then an occurrence report may
be required.
Root cause analysis and preventive action

Check the existence and adequacy of procedure about storage of chemicals.
Case 1; Procedure does not exist;
Root cause: Missing procedure
Preventive action: Write a procedure for this subject and train the related personnel
Case 2; Procedure exists but not adequate;

Root cause: Insufficiency of procedure
Preventive action: Rewrite an adequate procedure and train the related personnel
If procedure exists and adequate; check for the adequacy of equipment

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Case 3; Equipment is not adequate

Root cause: Inadequate equipment
Preventive action: Replace the equipment.
Case 4; Equipment is adequate root cause is human error, check the training records of the
personnel on the related procedure,
Root cause: Human error
Preventive action: a) If not all personnel are trained, complete the missing training.
Preventive action: b) If all personnel have been trained;
i) If it is an isolated case; send a reminder to all related personnel
ii) If it is not an isolated case; reorganize the training for all personnel
Root cause analysis flowchart

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3.4 Certifying staff and support staff qualification and training procedures
References:
145.A.30 (c), (e), (g), (j)(1, 3, 4, 5); 145.A.35 (a) to (i) and (m); AMC 145.A.35 (b), (e); Appendix IV
This chapter describes the issue of certification authorisation to enable staff to issue certificates of release to
service and EASA Form 1 and details the ATS Team inspection authorisation system.
Within the scope of this MOE, “certification authorisation” means the authorisation issued to certifying staff
by ATS Team and which specifies the fact that they may sign certificates of release to service within the
limitations stated in such authorisation on behalf of ATS Team.
ATS Team ensures that;
- Certifying staff and support staff have an adequate understanding of the relevant aircraft and/or
components to be maintained together with the associated organisation procedures.
- All certifying staff and support staff are involved in at least 6 months of actual relevant aircraft or
component maintenance experience in any consecutive 2-year period.
- All certifying staff and support staff receive sufficient continuation training in each two year period
to ensure that such staff have up-to-date knowledge of relevant technology, organisation
procedures and human factor issues.
- All certifying staff are assessed for their competence, qualification and capability to carry out their
intended certifying duties in accordance with this procedure prior to the issue or re-issue of a
certification authorisation.
When the conditions described in this MOE are fulfilled by the certifying staff, ATS Team quality department
issues a certification authorisation (F-MM-086) that clearly specifies the scope and limits of such
authorisation. Certificates include following note to remind Certifying staff about line station approval scope
limitation: “When the Certifying Staff is performing maintenance outside Istanbul and Antalya main line
stations, this authorization certificate is limited with the scope of that line station as listed in MOE 5.3”.
Continued validity of the certification authorisation is dependent upon continued compliance with related
MOE procedures.
Quality Manager is responsible for issuing certification authorisations, maintaining administrative control
over the company authorisation system and will maintain a file on all company authorisation holders.
Authorised persons are responsible for ensuring that they read and understand the terms of their
authorisation in conjunction with the MOE.
Authorisation process in ATS Team consists of following phases;

1- Application phase – managed by Maintenance / Base Maintenance Manager
2- Evaluation phase – managed by Maintenance / Base Maintenance and Quality Manager
3- Authorisation phase – managed by Quality Manager
4- Continued compliance phase – managed by Maintenance / Base Maintenance and Quality Manager

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3.4.1 Category A certifying staff

3.4.1.1 Application phase
a) for initial authorisation;
Before applying for authorisation, the related Manager of category A certifying staff candidate shall ensure
and prove that the staff meets following criteria by completing relevant items of authorisation application
form (F-QM-009):
- Minimum 21 years old.
- Holder of a valid SHY-66 or EASA Part 66 category A license.
- Satisfactorily completed relevant category A aircraft task training carried out by an organisation
appropriately approved in accordance with EASA Part 145 or EASA Part 147.
o This training shall include practical hands on training and theoretical training as appropriate
for each task authorised. Satisfactory completion of training shall be demonstrated by an
examination or by workplace assessment carried out by the organisation.
o “Appropriately approved in accordance with EASA Part 147” means an organisation holding
an approval to provide category A task training for the corresponding aircraft type.
“Appropriately approved in accordance with EASA Part 145” means an organisation holding
a maintenance organisation approval for the corresponding aircraft type.
- Received training on;
o Human factors as referred to in module 9 of Appendix I to EASA Part 66
o Aviation legislation as referred to in module 10 of Appendix I to EASA Part 66
o MOE
o Phase II fuel tank safety
o EWIS
- Have 3 years maintenance experience of which the 6 months shall be at the last 2 years.
- Have sufficient knowledge of English.
- Have medical fitness.
b) For change of authorisation

Before applying for change of authorisation, the related Manager of category A certifying staff shall ensure
and prove that the certifying staff meets following criteria by completing relevant items of authorisation
application form (F-QM-009):
- Satisfactorily completed relevant category A aircraft task training carried out by an organisation
appropriately approved in accordance with EASA Part 145 or EASA Part 147.
o This training shall include practical hands on training and theoretical training as appropriate
for each task authorised. Satisfactory completion of training shall be demonstrated by an
examination or by workplace assessment carried out by the organisation.
o “Appropriately approved in accordance with EASA Part 147” means an organisation holding
an approval to provide category A task training for the corresponding aircraft type.
“Appropriately approved in accordance with EASA Part 145” means an organisation holding
a maintenance organisation approval for the corresponding aircraft type.

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3.4.1.2 Evaluation phase

After receiving all documents from the related manager, by using F-MM-159a checklist and F-QM-009
authorisation application form, Quality Manager checks all the information provided to him and confirms
that the staff is eligible to be authorised.
Competence assessment shall be carried out in accordance with chapter 3.14 for category A certifying staff
candidate before initial authorisation and once at 2 years.
3.4.1.3 Authorisation phase

Category A certifying staff is authorised by Quality Manager by indicating the aircraft types and the tasks he
is authorised. Tasks are indicated as the letters mentioned below.
While granting an authorisation to category A certifying staff, expiry date of aircraft maintenance license,
due dates for continuation training and due date of competence assessment shall not be exceeded. The
most limiting date of the above is recorded as expiry date of authorisation.
Privileges of category A certifying staff
He is qualified to release aircraft to service following minor schedules line maintenance and simple defect
rectification, as specified in 145.A.35.
For the purposes of Category A minor scheduled line maintenance means any minor scheduled
inspection/check up to and including a weekly check specified in the operators approved aircraft
maintenance programme. For aircraft maintenance programmes that do not specify a weekly check, ATS
Team Quality Department will ask EASA for the check that may be considered equivalent to a weekly check.
Typical tasks permitted after appropriate task training to be carried out by the Category A for the purpose of
the Category A issuing a 145.A.50 aircraft certificate of release to service as part of minor scheduled line
maintenance or simple defect rectification are contained in the following list.
a. Replacement of wheel assemblies.
b. Replacement of wheel brake units.
c. Replacement of emergency equipment.
d. Replacement of ovens, boilers and beverage makers.
e. Replacement of internal and external lights, filaments and flash tubes.
f. Replacement of windscreen wiper blades.
g. Replacement of passenger and cabin crew seats, seat belts and harnesses.
h. Closing of cowlings and re-fitment of quick access inspection panels.
i. Replacement of toilet system components but excluding gate valves.
j. Simple repairs and replacement of internal compartment doors and placards but excluding doors
forming part of a pressure structure.
k. Simple repairs and replacement of overhead storage compartment doors and cabin furnishing items.
l. Replacement of static wicks.
m. Replacement of aircraft main and APU aircraft batteries.
n. Replacement of in-flight entertainment system components other than public address.

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o. Routine lubrication and replenishment of all system fluids and gases.

p. Inspection for and removal of de-icing/anti-icing fluid residues including removal/closure of panels,
cowls or covers or the use of special tools.
No task which requires troubleshooting should be part of the authorised maintenance actions. Release to
service after rectification of deferred defects should be permitted as long as the task is listed above.
3.4.1.4 Continued compliance phase

Certification authorisation remains valid subject to the licence remaining valid.
Continuation training on following subjects shall be provided to category A certifying staff whenever
required, but latest every two years;
- Human factors
- Aviation legislation
- MOE
- Fuel tank safety
- EWIS
- Technical changes
Category A certifying staff authorisation extension is explained below;
If the certification authorisation is limited by the due date of one of the continuation training subjects, the
authorisation may be extended without additional evaluation provided that continuation training on the
mentioned subject is received.
If the certification authorisation is limited by the expiry date of the license, the authorisation may be
extended without additional evaluation provided that the license is extended by the competent authority of
the license.
If the certification authorisation is limited by the due date of competence assessment, the authorisation may
be extended by making competence assessment to the Category A certifying staff and completing F-MM-
185. Before extending the authorisation, Quality Manager shall ensure that the category A certifying staff is
involved in at least 6 months of actual relevant aircraft maintenance experience in the last 2 year period.
The certifying staff is responsible for ensuring that his physical condition does not adversely affect their
ability to perform their duties. Change in physical conditions of personnel or insufficient performance shall
suspend personnel’s authorisation subject to a new assessment.

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3.4.2 Category B1 and B2 certifying staff

Before applying for authorisation, the related Manager of category B1 or B2 certifying staff candidate shall
ensure and prove that the staff meets following criteria by completing relevant items of authorisation
- Holder of a valid SHY-66 or EASA Part 66 category B1 or B2 license
- Type ratings for the types applied for authorisation shall be endorsed at the license.
- Satisfactorily completed aircraft type training (theoretical and practical) and passed examination at
the category B1 or B2 level as applicable, referred to in Appendix III to Annex III (EASA Part 66) for
each aircraft type in the scope of work for the type to be authorised.
Type training requirements are explained in 3.4.6.
o MOE
o EWIS
- Have knowledge of English at CEFR A2 level.

Before applying for change of authorisation, the related Manager of category B1 or B2 certifying staff shall
ensure and prove that the certifying staff meets following criteria by completing relevant items of
authorisation application form (F-QM-009):
3.4.2.2Evaluation phase
Competence assessment shall be carried out in accordance with chapter 3.14 for category B1 or B2 certifying

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staff candidate before initial authorisation and once at 2 years.

Category B1 or B2 certifying staff is authorised by Quality Manager by indicating the aircraft types he is
authorised.
While granting an authorisation to category B1 or B2 certifying staff, expiry date of aircraft maintenance
license, due dates for continuation training and due date of competence assessment shall not be exceeded.
The most limiting date of the above is recorded as expiry date of authorisation.
The certification authorisation shall not exceed the scope of work defined by the aircraft maintenance
licence. Limitations on the certifying staff’s license shall be reflected to the certification authorisation.
Privileges of category B1 certifying staff
Category B1 certifying staff is permitted to issue certificates of release to service following:
- maintenance performed on aircraft structure, powerplant and mechanical and electrical systems,
- work on avionic systems requiring only simple tests to prove their serviceability and not requiring
troubleshooting.
Privileges of category B2 certifying staff
Category B2 certifying staff is permitted to issue certificates of release for following:
- maintenance performed on avionic and electrical systems,
- electrical and avionics tasks within powerplant and mechanical systems, requiring only simple tests
to prove their serviceability.
Category B2 certifying staff does not automatically hold privileges of category A certifying staff.

Continuation training on following subjects shall be provided to category B1 or B2 certifying staff whenever
- Human factors
- MOE
- Fuel tank safety
- EWIS
- Technical changes
Category B1 and B2 certifying staff authorisation extension is explained below;

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the license.
be extended by making competence assessment to the Category B1 or B2 certifying staff and completing F-
MM-185. Before extending the authorisation, Quality Manager shall ensure that the category B1 or B2
certifying staff is involved in at least 6 months of actual relevant aircraft maintenance experience in the last 2
year period.

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3.4.3 Category C certifying staff

Before applying for authorisation, the related Manager of category C certifying staff candidate shall ensure
form (F-QM-009):
- Holder of a valid SHY-66 or EASA Part 66 category C license.
- For the first aircraft type in the scope of work to be authorised, satisfactorily completed theoretical
aircraft type training and passed examination at the category B1 or B2 level referred to in Appendix
III to Annex III (EASA Part-66).
- Except the first aircraft type, for each aircraft type in the scope of work to be authorised,
satisfactorily completed theoretical aircraft type training and passed examination at the category C
level referred to in Appendix III to Annex III (EASA Part-66).
o MOE
o EWIS

Before applying for change of authorisation, the related Manager of category C certifying staff shall ensure
- Satisfactorily completed theoretical aircraft type training and passed examination at the category C
level referred to in Appendix III to Annex III (EASA Part 66) for each aircraft type in the scope of work
for the type to be authorised:


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Competence assessment shall be carried out in accordance with chapter 3.14 for category C certifying staff

Category C certifying staff is authorised by Quality Manager by indicating the aircraft types he is authorised.
While granting an authorisation to category C certifying staff, expiry date of aircraft maintenance license,
due dates for continuation training and due date of competence assessment shall not be exceeded. The
most limiting date of the above is recorded as expiry date of authorisation.
licence.
Privileges of category C certifying staff
Category C certifying staff is permitted to issue certificates of release to service following base maintenance
on aircraft.
The category C authorisation permits certification of scheduled base maintenance by the issue of a single
certificate of release to service for the complete aircraft after the completion of all such maintenance. The
basis for this certification is that the maintenance has been carried out by competent mechanics and
category B1 and B2 support staff, as appropriate, has signed for the maintenance tasks under their
respective specialisation. The principal function of the category C certifying staff is to ensure that all required
maintenance has been called up and signed off by the category B1 and B2 support staff, as appropriate,
before issue of the certificate of release to service. Only category C personnel who also hold category B1 or
B2 qualifications may perform both roles in base maintenance.

Continuation training on following subjects shall be provided to category C certifying staff whenever
- Human factors
- MOE
- Fuel tank safety
- EWIS
- Technical changes
Category C certifying staff authorisation extension is explained below;

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the license.
be extended by making competence assessment to the Category C certifying staff and completing F-MM-
185. Before extending the authorisation, Quality Manager shall ensure that the category C certifying staff is
involved in at least 6 months of actual relevant aircraft maintenance experience in the last 2 year period.

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3.4.4 Category B1 and B2 support staff

Before applying for authorisation, the related Manager of category B1 or B2 support staff candidate shall
ensure and prove that the staff meets following criteria by completing relevant items of authorisation
Minimum 21 years old.
- Holder of a valid SHY-66 or EASA Part 66 category B1 or B2 license.
o MOE
o EWIS

Before applying for change of authorisation, the related Manager of category B1 or B2 support staff shall
ensure and prove that the support staff meets following criteria by completing relevant items of
authorisation application form (F-QM-009):
each aircraft type in the scope of work for the type to be authorised. Type training requirements are
explained in 3.4.6.

Competence assessment shall be carried out in accordance with chapter 3.14 for category B1 or B2 support
staff candidate before initial authorisation and once at 2 years.

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Previously authorised Category B1 or B2 Certifying Staff can be authorised as B1 or B2 support staff without
additional assessment on the types at his company authorisation certificate.
Category B1 or B2 support staff is authorised by Quality Manager by indicating the aircraft types he is
authorised.
While granting an authorisation to category B1 or B2 support staff, expiry date of aircraft maintenance
license, due dates for continuation training and due date of competence assessment shall not be exceeded.
The most limiting date of the above is recorded as expiry date of authorisation.
licence. Limitations on the support staff’s license shall be reflected to the certification authorisation.
B1 and B2 support staff shall ensure that all relevant tasks or inspections have been carried out to the
required standard before the category C certifying staff issues the certificate of release to service.
Privileges of category B1 support staff
Category B1 support staff is permitted to perform and sign the tasks following:
- maintenance performed on aircraft structure, powerplant and mechanical and electrical systems,
- work on avionic systems requiring only simple tests to prove their serviceability and not requiring
troubleshooting.
Privileges of category B2 support staff
Category B2 support staff is permitted to perform and sign the tasks following:
- maintenance performed on avionic and electrical systems,
- electrical and avionics tasks within powerplant and mechanical systems, requiring only simple tests
to prove their serviceability.

Continuation training on following subjects shall be provided to category B1 or B2 support staff whenever
- Human factors
- MOE
- Fuel tank safety
- EWIS
- Technical changes
Category B1 and B2 support staff authorisation extension is explained below;
- If the certification authorisation is limited by the due date of one of the continuation training subjects, the

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- If the certification authorisation is limited by the expiry date of the license, the authorisation may be
the license.
- If the certification authorisation is limited by the due date of competence assessment, the authorisation
may be extended by making competence assessment to the Category B1 or B2 support staff and completing
F-MM-185. Before extending the authorisation, Quality Manager shall ensure that the category B1 or B2
support staff is involved in at least 6 months of actual relevant aircraft maintenance experience in the last 2
year period.
The support staff is responsible for ensuring that his physical condition does not adversely affect their ability
to perform their duties. Change in physical conditions of personnel or insufficient performance shall suspend
personnel’s authorisation subject to a new assessment.

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3.4.5 Component Certifying Staff

Component certifying staff candidate does not need to be a licence holder.
Before applying for authorisation, the related Manager of component certifying staff candidate shall ensure
form (F-QM-009):
- Secondary school education.
- Basic training shall be taken from technical high school, aeronautical school or aeronautical military
school. 15 years practical experience on the related component maintenance may be accepted
provided that quality assessment is carried out by Quality Department.
- Component training taken from OEM, OEM recognised training organisation or an appropriately
rated EASA Part 145 organization provided:
o the person nominated to carry out the training can demonstrate he has received training to
an appropriate level for the subject component;
o the person nominated to carry out the training is appropriately authorized by the EASA Part
145 Organization and is able to demonstrate a significant experience on the relevant
component maintenance;
o the training syllabus has been reviewed by the Engineering Manager and / or the Quality
Manager;
o The component is available for practical training purpose;
- Tool training taken from OEM or EASA Part 145 approved organisation.
- When there is need to use bench test, the component certifying staff should be able to demonstrate
he received an appropriate training. This training for the use of specific tools required by the OEM
maintenance data should be received from the OEM, the bench test manufacturer or an
appropriately rated EASA Part 145 organisation.
- When there is need to use specific equipment, the component certifying staff should be able to
demonstrate he received an appropriate training. This training for the use of specific tools required
by the OEM maintenance data should be received from the OEM, the bench test manufacturer or an
o MOE
o EWIS
- Have 2 years practical experience in aviation maintenance of which the 6 months shall be at the last
2 years.

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Before applying for change of authorisation, the related Manager of component certifying staff shall ensure
- Component training taken from OEM, OEM recognised training organisation or an appropriately
rated EASA Part 145 organization provided:
o the person nominated to carry out the training can demonstrate he has received training to
an appropriate level for the subject component;
o the person nominated to carry out the training is appropriately authorized by the EASA Part
145 Organization and is able to demonstrate a significant experience on the relevant
component maintenance;
o the training syllabus has been reviewed by the Engineering Manager and / or the Quality
Manager;
o The component is available for practical training purpose;
- Tool training taken from OEM or EASA Part 145 approved organisation.
- When there is need to use bench test, the component certifying staff should be able to demonstrate
he received an appropriate training. This training for the use of specific tools required by the OEM
maintenance data should be received from the OEM, the bench test manufacturer or an
- When there is need to use specific equipment, the component certifying staff should be able to
demonstrate he received an appropriate training. This training for the use of specific tools required
by the OEM maintenance data should be received from the OEM, the bench test manufacturer or an
Competence assessment shall be carried out in accordance with chapter 3.14 for component certifying staff
Component certifying staff is authorised by Quality Manager by indicating the approval class (Cx) and
component types.
While granting an authorisation to component certifying staff, due dates for continuation training and due
date of competence assessment shall not be exceeded. The most limiting date of the above is recorded as
expiry date of authorisation.
Privileges of component certifying staff
Component certifying staff is authorised to perform maintenance and issue EASA Form 1 for the performed
maintenance within the scope of authorisation.
Continuation training on following subjects shall be provided to component certifying staff whenever

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o Human factors
o Aviation legislation
o MOE
o Fuel tank safety
o EWIS
o Technical changes
Component certifying staff authorisation extension is explained below;
- If the certification authorisation is limited by the due date of one of the continuation training subjects, the
may be extended by making competence assessment to the component certifying staff and completing F-
MM-185. Before extending the authorisation, Quality Manager shall ensure that component certifying staff
is involved in at least 6 months of actual relevant component maintenance experience in the last 2 year
period.
The component certifying staff is responsible for ensuring that his physical condition does not adversely
affect their ability to perform their duties. Change in physical conditions of personnel or insufficient
performance shall suspend personnel’s authorisation subject to a new assessment.
3.4.6 General Provisions for Certifying Staff and Support Staff

For category B1 and B2 certifying and support staff following type training requirements apply;
Starting from 1st of August 2013, On the Job Training is required for the first aircraft rating in the certification
authorisation. On the Job Training is not part of the type training, and cannot be provided by an EASA Part-
147 organisation. It must be performed at and under the control of an EASA Part-145 maintenance
organisation appropriately approved for the maintenance of the particular aircraft type.
For each aircraft type in the certification authorisation, type training shall be received from an appropriately
authorised EASA Part 147 organisation. Type training is composed of theoretical and practical element. Each
element can be received from separate EASA Part 147 organisations or a combined training may be received
by an EASA Part 147 organisation. In any case, practical training may be performed after or integrated with
the theoretical element; however, it should not be performed before.
For category C certifying staff following type training requirements apply;
For category C certifying staff, aircraft type training shall consist of theoretical training and examination. This
theoretical training shall be received from an appropriately authorised EASA Part 147 organisation.
First type training of Category C certifying staff shall be theoretical part of EASA Part 66 Appendix III Level 3.
After the first type training, all subsequent courses need only be to EASA Part 66 Appendix III Level 1.
These requirements apply to the authorisations given after July 2010. For the authorisations given before
July 2010, provisions of EASA Part 145 Appendix IV are applied.
For the certifying staff graduated from civil aviation university or college, this education is considered as one
year maintenance experience due to the fact that content of this education includes practical maintenance
work.

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3.4.6.2 Interpretation of the 6 months maintenance experience in 2 years for aircraft maintenance in
accordance with AMC 66.A.20(b)2
The 6 months maintenance experience in 2 years consists of two elements; duration and nature of the
experience.
1- Duration:
Within an approved maintenance organization:
- 6 months working with the same organisation;
- 6 months split up into different blocks, working within the same or in different organisations.
2- Nature of experience:
Depending on the category of the company authorisation, the following activities are considered relevant for
maintenance experience:
- Servicing;
- Inspection;
- Operational and functional testing;
- Troubleshooting;
- Repairing;
- Modifying;
- Changing component;
- Supervising these activities;
- Releasing aircraft to service.
For category A, the experience should include exercising the privileges, by means of performing tasks related
to the company authorization on at least one aircraft type. This means tasks as mentioned in AMC
145.A.30(g), including servicing, component changes and simple defect rectifications.
For category B1 and B2, for every aircraft type rating included in the authorization the experience should be
on that particular aircraft or on a similar aircraft within the same licence (sub) category. Two aircraft can be
considered as similar when they have similar technology, construction and comparable systems, which
means equally equipped with the following:
- Propulsion systems (piston, turboprop, turbofan, turbo shaft, jet-engine or push propellers);
- Flight control systems (only mechanical controls, hydro mechanically powered controls or
electromechanically powered controls);
- Avionic systems (analogue systems or digital systems);
- Structure (manufactured of metal, composite or wood)
Aircraft under A1 rating of ATS Team scope of approval are evaluated within the scope of this “similar
aircraft” definition and all aircraft under this rating are considered as “similar aircraft”.
For category C, the experience should cover at least one of the aircraft type on the company authorisation.
For a combination of categories, the experience should include some activities of the nature shown above in
each category.

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A maximum of 20% of the experience duration required may be replaced by the following relevant activities
on an aircraft type of similar technology, construction and with comparable systems:
- Aircraft maintenance related training as an instructor/assessor or as a student;
- Maintenance technical support/engineering;
- Maintenance management/planning.
In ATS Team, experience of certifying staff is documented in personal log books which include all information
required by AMC 66.A.20(b)2.
3.4.6.3 Assessment of English knowledge of certifying staff

Competence assessment includes language knowledge of certifying staff because of the requirement that
certifying staff may only exercise certification privileges when they have a general knowledge of the
language used within the maintenance environment. This includes knowledge of common aeronautical
terms in the language. The level of English knowledge should be such that the staff is able to:
- read and understand the instructions and technical manuals used for the performance of
maintenance;
- make written technical entries and any maintenance documentation entries, which can be
understood by those with whom they are normally required to communicate;
- read and understand the maintenance organisation procedures;
- communicate at such a level as to prevent any misunderstanding when exercising certification
privileges.
In all cases, the level of understanding should be compatible with the level of certification privileges
exercised.
3.4.7 One off authorisation

In case of unforeseen cases (means that the aircraft grounding could not reasonably have been predicted by
the operator because the defect was unexpected due to being part of a hitherto reliable system) where an
aircraft is grounded at a location other than the main base where no appropriate certifying staff are available
ATS Team may issue a one-off certification authorisation:
(i) to one of ATS Team employee holding equivalent type authorisations on aircraft of similar
technology, construction and systems; or
(ii) to any person with not less than five years maintenance experience and holding a valid ICAO
aircraft maintenance licence rated for the aircraft type requiring certification provided there is
no EASA Part 145 approved organisation at that location and ATS Team obtains and holds on file
evidence of the experience and the licence of that person.
All one-off authorisations shall be reported to EASA within seven days of the issuance of such certification
authorisation. ATS Team shall ensure that any such maintenance that could affect flight safety is re-checked
by an appropriately approved organisation.
Whenever a one-off authorisation is required, the following procedure is followed:
1. Flight crew of contracted operator should communicate full details of the defect to ATS Team. If
necessary, ATS Team maintenance department will then request the use of a one-off authorisation
from the quality department.

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2. When issuing a one-off authorisation, the quality department verifies that:

a) Full technical details relating to the work required to be carried out have been established and
passed on to the certifying staff.
b) The person to whom a one-off authorisation is issued has been provided with all the necessary
information and guidance relating to maintenance data and any special technical instructions
associated with the specific task undertaken. A detailed step by step worksheet has been defined by
ATS Team and communicated to the one-off authorisation holder.
c) The person holds authorisations of equivalent level and scope on other aircraft type of similar
technology, construction and systems.
3. The one-off authorisation holder should sign off the detailed step by step worksheet when
completing the work steps. The completed tasks should be verified by visual examination and/or
normal system operation upon return to an appropriately approved EASA Part 145 maintenance
facility
Note: Certifying staff of any line maintenance station located in EU Member States, must be qualified in
accordance with EASA Part 66.

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3.5 Certifying staff and support staff records

References:
145.A.35(j), (k), (l); AMC 145.A.35(j); 145.A.70(a)
3.5.1 List of certifying staff and support staff

For the update and management of certifying staff (C/S) and support staff (S/S) list, chapter 1.6 gives
detailed information.
3.5.2 Management of records

All Certifying Staff records including training, licences and evidences of the ability of the staff and the scope
of their qualification are held under the control of the Quality Manager. A hard copy file is raised and held in
secure condition for each individual certifying staff which includes Certifying Staff Record Form (F-MM-043).
All certifying staff will provide accurate data as required by the quality department, for inclusion on
personnel records file.
Each hard copy file will contain as a minimum:
- Name
- Date of birth
- Basic training
- Type training
- Continuation training
- Experience
- Qualification relevant to the authorisation
- Scope of authorisation
- Expiry date of authorisation
- Identification/stamp no
- A copy of the individuals’ normal signature
For supporting the information given above, following documents shall be available at each file;
- The individual’s training records such as;
o Basic training certificates in accordance with the authorisation scope
o Theoretical training certificates in accordance with the scope of authorisation
o Practical training certificates in accordance with the scope of authorisation
o On-the-job training records in accordance with the scope of authorisation (Required for the
authorisations granted after June 2010)
o Initial and continuation training certificates in accordance with the scope of authorisation
such as MOE, human factor (module 9), aviation legislation (module 10), fuel tank safety and
EWIS
- A copy of the license held if it is related to the authorisation

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- A copy of the individual’s authorisation document (F-MM-086)

- A copy of authorisation application form (F-QM-009)
- A copy of assessment and evaluation forms (F-MM-159 and F-MM-185)
- Details of work experience appropriate to certifying capability
- Copies of all transaction and letters relating to the individual authorisation and certifying capacity /
responsibility
3.5.3 Control of records

Access to the records is restricted to quality department staff.
EASA / DGCA personnel have always right to access all files.
ATS Team senior Managers have access to files of their own personnel.
Certifying Staff can access and view their own records upon request.
Upon his request, Certifying Staff can take a copy of his records after his contract or Certifying Staff
authorisation terminates.
No hard copy file will be removed from these files except under the personal custody of quality department
personnel.
The maintenance of files and records will be conducted only by quality department staff.
Authorisations have to be demonstrated by Certifying Staff within 24 hours when asked by any civil aviation
authority responsible.
The period of records retention is at least 3 years after the authorisation has been withdrawn and / or the
departure of the certifying staff.

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3.6 Quality audit personnel

References:
145.A.30(e)
3.6.1 Nominated personnel

Accountable Manager through the Quality Manager employs sufficient quality audit personnel suitably
qualified. Quality Manager determines the adequate deployment of quality audit personnel and their
continued assessment for capability.
Quality department is located permanently at the main maintenance base, under the direct management of
Quality Manager
The department consists of the following:
- Quality Manager,
- Quality Auditor(s)
- Quality Officer(s)
Authorised quality auditors are listed at the form QM-008 which is approved by Quality Manager.
3.6.2 Auditors requirements

Auditors are qualified based on the following criteria:
Experience
Experience duration required at ATS Team Quality Department before participating internal audits as
candidate auditor;
- For those staff with civil aviation quality auditor background;
o 3 months if the staff has more than 2 years experience
o If the staff has less than 2 years experience a total of 2 years shall be completed
- For those staff with quality auditor background at a technical industry other than civil aviation;
o 9 months if the staff has less than 3 years experience
- For those staff with civil aviation background as engineer or technician;
o 9 months if the staff has less than 2 years experience
- 12 months experience for those staff with no technical experience.
Basic training
Auditor shall be graduated from one of the following schools:
- Engineering departments of the universities
- Civil Aviation Vocational School
- Civil Aviation Anatolian Technical High School

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- Technical schools at least in high school level

Technical training
Auditor shall be trained on the following subjects initially:
- Quality Management Systems
- Internal Quality Auditor
- EASA Part 145, EASA Part 66 / 147, EASA Part M regulations or Module 10
- MOE
- Human Factors or Module 9
- Phase 1 fuel tank safety
- EWIS
− Familiarisation on at least one type of aircraft at the scope of approval
Auditor shall have continuation training on EASA Part 145, Part 66/147, Part M regulations, MOE, human
factor and fuel tank safety whenever required but latest in each two year period
Sources of the training may be EASA Part 145 and / or EASA Part 147 organisations.
3.6.3 Assessment and authorisation

After a candidate auditor fulfils the requirements above, assessment during audits is performed in
accordance with chapter 3.14. During the assessment it shall be considered that an auditor shall have
personal competence to communicate, and satisfactory English knowledge, and to be able to write a clear
and concise document.
Audits required to carry out assessment;
- For those staff who has performed more than 10 audits on his previous experience, the auditor shall
attend one (1) audit as auditor under evaluation with an authorised auditor
- For those staff who has performed less than 10 audits, the auditor shall attend at least 2 audits as
candidate auditor and 1 audit as auditor under evaluation with an authorised auditor
Upon satisfaction of the criteria mentioned above and determination of auditor candidate as adequate,
auditor authorisation is approved by Quality Manager. List of Quality Auditors is also revised and approved
by Quality Manager.
The auditor authorisation may be cancelled or suspended by Quality Manager upon his judgement.
When skilled personnel are used as quality auditor working within another department than that of Quality,
this staff will be independent from his / her department. Auditing staff should not have direct responsibility
in the areas being audited, but should work in cooperation with the relevant personnel.
3.6.4 Records
The training and experience records of auditors are kept in quality department.
The period of records retention should be at least 3 years after the authorisation has been withdrawn and /
or the departure of the related staff.

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3.7 Qualifying inspectors

References:
AMC 145.A.30(e)
Inspectors are authorised to sign off the works that require duplicate inspection as identified in chapter 2.23
by ensuring that the maintenance tasks they are assigned to inspect are carried out according to the
standard specified in the applicable airworthiness data and in compliance with the EASA Part 145
requirements.
Inspectors are required to be authorised as category B1, B2 or C certifying staff and have at least 3 years’
experience as Certifying Staff.
Inspector authorisation is granted by the Quality Manager upon application of Maintenance / Base
Maintenance Manager. The inspectors are selected based on technical competence, personal commitment
to quality, maturity and ability to work with other personnel. Assessment of inspectors are carried out in
accordance with chapter 3.14.
Training of inspectors and records about inspectors are carried out in accordance with chapter 3.4.

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3.8 Qualifying mechanics

References:
145.A.30(e), (g); 145.A.35(a), (m)
Mechanics are technical staff who may not hold aircraft maintenance license and who carries out
maintenance or specialised services tasks to any standard specified in the maintenance instructions. These
staff will notify their chiefs of mistakes requiring rectification to re-establish required maintenance
standards. They carry out the tasks under surveillance and are supervised by the inspectors and chiefs.
Base Maintenance Manager and Maintenance Manager will evaluate each new technician's job skills to
determine technical training requirements. Minimum initial training required for a mechanic is; Human
Factors, MOE, EASA Part 145, FTS and EWIS. Continuation training is also required at maximum 2 years
period on these topics.
Mechanics shall be graduated at least from a technical high school. Mechanics are normally required to have
3 years practical maintenance experience. For mechanics graduated from aviation technical high school, 2
years practical maintenance experience is required. When the mechanic has demonstrated his qualifications
by competence assessment which is performed in accordance with chapter 3.14 and completed 2 years
practical maintenance experience, he may be assigned to routine works under the supervision of licensed
personnel.
Training / authorisation records of mechanics will be kept at least 3 years after the staff leaves the company.

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3.9 Aircraft or aircraft component maintenance tasks exemption process control

References:
All EASA Part 145 related paragraphs.
ATS Team performs all maintenance in accordance with the approved maintenance data supplied or agreed
by the operator or customer, as applicable.
In some cases, when the aircraft maintenance program cannot be complied with, an exemption process has
to be initiated.
Because of the fact that each operator / customer is responsible for its aircraft and / or aircraft component
airworthiness in front of his applicable Civil Aviation Authorities, each operator / customer is self-responsible
to gain an exemption approval from its Authorities for any intended deviation from airworthiness directive,
mandatory service bulletins or his approved maintenance program.
ATS Team Quality Manager is responsible to contact the operator in writing if a deviation from approved
maintenance data is required due to an unpredictable finding during the operator's / customer's defined
schedule maintenance program. The operator / customer is subsequent responsible to gain the maintenance
task exemption approval from his applicable Authorities.
ATS Team Quality Manager is responsible to contact the operator’s / customer's Quality Manager in writing if
a deviation from any other operator defined task is required. The operator's / customer's Quality Manager
has to provide subsequent a written exemption approval to ATS Team Quality Manager before the subject
deviation may be performed by ATS Team.

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3.10 Concession control for deviation from organisation's procedures

References:
None
It is the policy of ATS Team to use only approved deviations from maintenance procedures. Concession for
deviation must satisfy the requirements of EASA and comes in force after it has been approved by EASA.
In certain cases temporary deviations may be authorised from the procedures such as:
- pending modification of an existing procedures;
- pending creation to of a new procedure.
The Quality Manager is responsible for deviation control.
A concession must warrant the airworthiness of aircraft / aircraft components.
When it is necessary, Management personnel mentioned in section 1.3 of this MOE, sends a deviation
request from ATS Team MOE procedure to the Quality Department. The concession request to organization
procedure shall contain:
- object/deviation description;
- procedures involved;
- proposed corrective action, if necessary, in order to avoid any reoccurrence;
- compensatory conditions / equivalent means of compliance, if necessary;
- period of validity / limitations;
- recommendation for change in procedure if justified.
If needed, additional requirements of EASA will be taken into account when performing concession for
deviation procedure.
The concession request to organization procedure for each deviation is performed separately. Additional
conditions and time limits requested by the EASA are applied during duration of deviation.
The Quality Manager is responsible to monitor ATS Team’s compliance with EASA Part 145 and requested
remedial action in case of deviation. He verifies the well founded of all requested deviations. He analyses,
proposes, and requires all changes or new procedures, regulations or means necessary to avoid such
situation. He is responsible for the implementation of all changes performed.
When concessions are granted, description and concessions are registered and filed by Quality Department.
Quality Department Manager must inspect that:
- deviation is justified;
- deviation allow to exclude non-conformity;
- deviation does not contravene the EASA Part 145 requirements;
- proposed corrective action for the mutual documents.
Quality Manager has a right to request letter with all necessary information to review the deviation request
and to assure of compensatory conditions and corrective actions.
After positive review and the deviation significance confirmation, Quality Manager forwards the concession

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request to organization procedure to the Accountable Manager. And finally the concession request to
organization procedure is forwarded to EASA for review and approval.
The Quality Department controls the approval receipt and the use of the deviation before its permission /
approval and implementation conditions defined by EASA before approval.
Deviations that are not approved by the EASA are not applied.
The Quality Manager shall ensure inspection that any deviation are correctly implemented and not
exceeded. All correspondences related to a concession are kept for three years after acceptance. They are
available to the EASA based on request.
MOE concession cannot be used for any change defined in chapter 1.10 of this MOE and cannot be used for
any addition to the approved scope of work specified in chapter 1.9 of this MOE.
MOE concession must not be in conflict with any applicable EASA Requirement or Airworthiness Standard.

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3.11 Qualification procedures for specialised activities such as NDT, welding etc.
References:
145.A.30(f), EN 4179 latest revision
The activities performed by ATS Team which can be considered as specialised services are; Non Destructive
Testing (NDT), borescope inspection, structural repair, engine run-up and incoming inspection.
NDT methods performed by ATS Team are;
1- Eddy current testing – ET
2- Ultrasonic testing – UT
3- Magnetic particle testing – MT
4- Liquid penetrant testing - PT
In ATS Team non-destructive Testing (NDT) is performed only in accordance with maintenance data and in
the range of EN 4179 Level 1 and Level 2.
Non-destructive testing certifying staff and borescope inspection authorised certifying staff are listed on
certifying staff list as explained in chapter 1.6.
Quality Department is responsible for maintaining administrative control over the Company Authorisation
System and will maintain a file on all Company Authorisation holders including specialised services staff.
3.11.1 NDT qualification procedure

Details of qualification and certification procedures are given in the NDT Manual (TPM-02)
Authorisation process in ATS Team consists of following phases;
1- Application phase – managed by Maintenance / Base Maintenance Manager
2- Evaluation phase – managed by Maintenance / Base Maintenance and Quality Manager
3- Authorisation phase – managed by Quality Manager
4- Continued compliance phase – managed by Maintenance / Base Maintenance and Quality Manager
Technical knowledge for NDT methods of NDT staff is explained in NDT Manual. After an NDT staff is
qualified in accordance with the NDT manual, before applying for authorisation, the related Manager of NDT
certifying staff candidate shall ensure and prove that the staff meets following criteria by completing
relevant items of authorisation application form (F-QM-009):
- NDT certifying staff do not necessarily hold aircraft maintenance license.
- Received familiarisation training on at least one type of aircraft maintained.
- Apart from testing method training, NDT certifying staff shall have received training on:
o MOE and NDT manual.

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o EWIS
After receiving all documents from the related manager, by using F-QM-009 authorisation application form,
Quality Manager checks all the information provided to him and confirms that the staff is eligible to be
authorised.
Competence assessment shall be carried out in accordance with chapter 3.14 for NDT certifying staff
candidate before initial authorisation and once in every year.
NDT certifying staff is authorised by Quality Manager by indicating the methods and levels he is authorised.
While granting an authorisation to NDT certifying staff, expiry dates of eye examination, expiry date of NDT
training on which he is authorised, due dates for continuation training and due date of competence
assessment shall not be exceeded. The most limiting date of the above is recorded as expiry date of
authorisation.
Privileges of NDT certifying staff
NDT certifying staff is authorised for following:
- When NDT is performed during the course of maintenance at base, line or workshops, NDT report is
signed, issued and “perform NDT” step of the related task card or work cards is stamped by NDT
certifying staff.
- When NDT is performed for a third party (not in the course of maintenance), EASA Form 1 shall be
signed and issued by NDT certifying staff regardless of the result of NDT inspection. If findings are
detected, these findings shall be clearly listed at Block 12 of EASA Form 1.
Continuation training on following subjects shall be provided to NDT certifying staff whenever required, but
latest every two years:
- Human factors
- MOE and NDT manual
- Fuel tank safety
NDT certifying staff authorisation extension is explained below;
- If the certification authorisation is limited by the due date of one of the NDT training or continuation
training subjects, the authorisation may be extended without additional evaluation provided that NDT
training or continuation training on the mentioned subject is received.
- If the certification authorisation is limited by the expiry date of eye examination, the authorisation may be
extended without additional evaluation provided that eye examination is carried out.
may be extended by making competence assessment to the NDT certifying staff and completing F-MM-185.
Before extending the authorisation, Quality Manager shall ensure that the NDT certifying staff is involved in

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at least 6 months of actual relevant maintenance experience in the last 2 year period.
Change in physical conditions of personnel or insufficient performance shall suspend personnel’s
authorisation subject to a new assessment. Personnel shall demonstrate his skills for evaluation of ATS Team
and Responsible NDT Level III personnel.
3.11.2 Borescope inspection qualification procedure

Borescope inspection can be performed only on the aircraft/engine types listed in chapter 1.9.
Before applying for borescope inspection authorisation, the related Manager of the candidate shall ensure
and prove that the staff meets following criteria:
- Borescope inspector shall have B1 certifying staff authorisation on the engine/aircraft type to be
authorised and shall have 3 years experience as B1 certifying staff.
- He shall receive borescope inspection training.
- For the first authorisation, a minimum of 2 borescope inspections are to be accompanied with an
authorised borescope inspector.
After receiving all documents from the related manager, Quality Manager checks all the information
provided to him and confirms that the staff is eligible to be authorised.
Competence assessment shall be carried out in accordance with chapter 3.14 for borescope inspection
certifying staff candidate before authorisation.
Borescope inspection certifying staff is authorised by Quality Manager.
While granting an authorisation to borescope inspection certifying staff, expiry date of previous
authorisation shall not be extended.
Borescope inspection certifying staff is authorised to perform and certify the borescope inspections in
accordance with the Maintenance Manual for those engine types authorised for.
Because of the fact that borescope inspection certifying staff is also B1 certifying staff, requirements for
continued compliance phase of chapter 3.4 for B1 certifying staff applies.
Additionally, borescope inspection certifying staff shall carry out at least 2 borescope inspections during the
last 2 years.
3.11.3 Structural repair qualification procedure

Structural repair can be performed only on the aircraft types listed in chapter 1.9. Structural repair (SR)
authorised certifying staff performs extensive or major structural repairs at base maintenance. Repairs
performed at line maintenance are performed by appropriately authorised B1 certifying staff and normally
do not require SR authorisation. However, according to the repair work to be performed, line maintenance
chief may decide to use SR authorised certifying staff.
Before applying for structural repair authorisation, the related Manager of the candidate shall ensure and

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prove that the staff meets following criteria:

- Structural repair certifying staff shall have category B1 aircraft maintenance license on related
aircraft type to be authorised for.
- He shall have structural repair experience which shall be demonstrated by performing 3 repairs or
structural work in accordance with SRM, AMM or other approved repair data.
- He shall have training on structural repair. If it is not included in the structural repair training,
corrosion training shall be received.
Competence assessment shall be carried out in accordance with chapter 3.14 for structural repair certifying
staff candidate before authorisation.
Structural repair certifying staff is authorised by Quality Manager.
While granting an authorisation to structural repair certifying staff, expiry date of previous authorisation
shall not be extended.
Structural repair certifying staff is authorised to perform and certify structural repair in accordance with the
Structural Repair Manual or other approved data for the aircraft types he is authorised for.
Because of the fact that structural repair certifying staff is also B1 certifying staff, requirements for
continued compliance phase of chapter 3.4 for B1 certifying staff applies.
3.11.4 Engine run-up qualification procedure

Before applying for engine run-up authorisation, the related Manager of the candidate shall ensure and
prove that the staff meets following criteria:
- Engine run-up certifying staff shall have B1 certifying staff authorisation on the engine/aircraft type
to be authorised and shall have 3 years experience as B1 certifying staff.
- He shall receive theoretical and practical engine run-up training.
- For the first authorisation, a minimum of 2 engine run-up are to be accompanied with an authorised
engine run-up certifying staff.
Competence assessment shall be carried out in accordance with chapter 3.14 for engine run-up certifying
staff candidate before authorisation.
Engine run-up certifying staff is authorised by Quality Manager.
While granting an authorisation to engine run-up certifying staff, expiry date of previous authorisation shall

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not be extended.
Engine run-up certifying staff is authorised to perform and certify engine run-up (idle or high-power) in
accordance with the Maintenance Manual for those aircraft/engine types he is authorised for.
Because of the fact that engine run-up certifying staff is also B1 certifying staff, requirements for continued
compliance phase of chapter 3.4 for B1 certifying staff applies.
3.11.5 Stores incoming inspection qualification procedure

Before applying for incoming inspection authorisation, the related Manager of the candidate shall ensure
and prove that the staff meets following criteria:
- He shall be at least 18 years old.
- He shall be at least high school graduate.
- He shall have at least 1 year experience in aircraft maintenance environment.
- He shall receive training on;
o Incoming inspection training which shall include information such as but not limited to;
 ATA 300 specification
 Electrostatic discharge sensitive devices
 Hidden damage inspection
o Dangerous good regulation
o Human Factors in accordance with GM 145.A.30(e)
o MOE and EASA Part 145
Competence assessment shall be carried out in accordance with chapter 3.14 for incoming inspection
candidate before authorisation.
Incoming inspection personnel is authorised by Quality Manager.
Store incoming inspection personnel is authorised to perform incoming inspection on maintenance related
materials such as components, equipment, tools and consumables and issue related documents.
Continuation training on following subjects shall be provided to incoming inspection staff whenever
required, but latest every two years:
- Human factors
- EASA Part 145 and MOE
- Dangerous goods regulation

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Records
All records for the special services authorised staff will be kept for 5 years in ATS Team İstanbul facilities both
digital and hardcopy formats.
All records of special services authorised staff shall be kept at least 3 years from the date of leaving the
organisation by Quality Department.

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3.12 Control of manufacturers’ and other maintenance working teams

References:
None
This is the procedure of how ATS Team controls the work performed by Contractor and Manufacturer
Working Teams and issue of certification for such work.
The senior Manager responsible for the work by an outside Agency or Manufacturer's Team is responsible
for notifying the Quality Manager and Quality Manager is responsible for ensuring compliance with this
procedure.
When it is established that work is to be carried out on a customer aircraft / engine / component by
representatives of the aircraft, engine or component manufacturer or another approved EASA Part 145
organization, the Quality Department will determine that the work will be performed so as to permit
certification.
The Quality Department shall be satisfied that all necessary test equipment and tools required by the work
instructions are provided and correctly calibrated where needed.
Where the Contracted Working Team is employed by an organization, which may issue a CRS for the work,
(EASA Part 145 approved organisation) it will be established by Quality Department that the certifying person
is duly qualified and authorised to issue such certificate outside of his approved premises. This authorisation
must be written and issued by the approved organization.
Where the Contracted Working Team is not capable of issuing a CRS, (non EASA Part 145 approved
manufacturer) Quality Manager will authorise an appropriate person to issue the certificate of release to
service. Such person shall be competent to assess and inspect the particular work carried out and authorised
by virtue of ATS Team authorisation, to issue a CRS for similar work on the aircraft, engine or component.
The certifying person will be afforded all access to the work in order to inspect to the level required, that a
CRS may be issued upon completion.
No deviations from manufacturer's instructions will be permitted unless duly authorised in writing by the
manufacturer.
The certifying person shall be satisfied that all parts provided and used by the Contractor's Team, have been
properly issued and inspected and the release documentation is adequate and retained with the record of
work.

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3.13 Human factors training procedure

References:
145.A.30(e); AMC 145.A.30(e)6, 8, 9, 10; 145.A.35(d); 145.A.65(b)
The aim of Human Factors training in ATS Team is to increase safety, quality and efficiency in aircraft
maintenance operations by reducing human error and its impact in maintenance activities.
Human Factors include, but are not limited to, such attributes as human physiology, psychology, work place
design, environmental conditions, human machine interface, and more.
In respect to the understanding of the application of human factors and human performance issues, all
maintenance, management and quality audit personnel should receive Human Factors training. This should
concern to a minimum:
- Post-holders, Managers, chiefs
- Certifying staff and mechanics
- Technical personnel such as, planners, engineers, technical record staff
- Quality Department staff
- Specialised services staff
- Human factors staff / human factors trainers
- Store department staff, purchasing department staff
- Contract staff in the above categories
Initial Training
Initial human factors training covers all the topics of the training syllabus specified in EASA Part 66 module 9
for Certifying and Support Staff and all topics of GM 145.A.30 (e) for other staff.
Training is provided either as a dedicated course or else integrated within other training.
Initial training is provided to personnel within 6 months of joining the maintenance organization, but
temporary staff needs be trained shortly after joining the organization to cope with the duration of
employment.
Personnel being recruited from another EASA Part 145 approved maintenance organization and temporary
staff should be assessed for the need to receive any additional Human Factors training to meet Company
Human Factors training standard.
Human factors training is conducted by EASA Part 147 Approved Training Organisation, or independent
trainers or any training organisations acceptable regarding the syllabus and duration
Continuation Training
Human Factors continuation training should be provided to staff in each two-year period.
Human factors continuation training may be conducted by ATS Team or independent trainers or any training
organizations acceptable to EASA.
For continuation training of human factor, quality findings must be conducted to maintenance staff by
quality department, as well as feedback from staff must be submitted to quality department in order to

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prevent possible adverse trends in maintenance environment.

The purpose of human factors continuation training is primarily to ensure that staff remains current in terms
of human factors and also to collect feedback on human factors issues.
The training syllabus is prepared in accordance with the syllabus given in GM 145.A.30 (e).
ATS Team may combine, divide, change the order of any subject of the syllabus to suit its own needs, so as
long as all subjects are covered to a level of detail appropriate to the organization and its personnel.
Where possible, practical illustrations and examples especially accident and incident reports linked to human
error are used.
Topics should be related to maintenance engineering where possible; too much unrelated theory are
avoided.

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3.14 Competence assessment of personnel

References:
145.A.30(e); AMC 145.A.30(e)2; GM 2 145.A.30(e)
In ATS Team, competence assessment must be accomplished before any initial issuance of company
authorisation or extension of it for certifying and support staff and in 2 years period for other personnel.
Normally assessment takes place in the beginning of every year (staff should be working at least 3 months
for effective assessment) and credits from previous assessments can be considered.
Competence should be defined as a measurable skill or standard of performance, knowledge and
understanding, taking into consideration attitude and behaviour.
For a proper competence assessment of its personnel, ATS Team considers that:
- In accordance with the job function, adequate initial and recurrent training should be provided and
recorded to ensure continued competence so that it is maintained throughout the duration of
employment / contract.
- All staff should be able to demonstrate knowledge of and compliance with the MOE procedures, as
applicable to their duties.
- All staff should be able to demonstrate an understanding of human factors and human performance
issues in relation with their job function and be trained as per module 9 or AMC 2 145.A.30 (e).
Competence assessment of personnel consists of reviews that:

- personal records contain all applicable certificates and training approvals
- personnel fulfilled requirement of continuation training every two year period
- practical assessment is performed
- English language level is satisfactory for reading and understanding of maintenance data and
documents, and communicating properly whenever required;
Initial Practical assessment is performed by higher ranked personnel of appropriate speciality employed by
ATS Team and must be recorded in Competence Assessment Form (F-MM-185).
Continuation practical assessment consists of verification of staff's actual involvement in tasks in which they
are supposed to be involved in future period. B1 and B2 support staff must have at least 6 month of relevant
aircraft or component experience in two year period.
Validation of the above could include a confirmation check within ATS Team and for that purpose,
experience / training are recorded in a log book based on the suggested template in GM 3 to 145.A.30(e).
Proposed groups of personnel to be involved in competence assessment and in general their competences
to be assessed:
1- Managers are able to properly manage the work output, processes, resources and priorities
described in their assigned duties and responsibilities in a safe compliant manner in accordance with
regulations and organisation procedures.
2- Planners are able to interpret maintenance requirements into maintenance tasks, and have an
appreciation that they have no authority to deviate from the maintenance data.

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Engineering Staff are able to prepare the detailed technical documentation for tasks to be
performed in accordance with demanding technical standards and procedural standards.
3- Supervisors or chiefs are able to ensure that all required maintenance tasks are carried out and
where not completed or where it is evident that a particular maintenance task cannot be carried out
to the maintenance data, and then such problems will be reported to the Quality Manager for
appropriate action.
In addition, for those supervisors who also carry out maintenance tasks that they understand such
tasks should not be undertaken when incompatible with their management responsibilities.
4- Certifying staff are able to determine when the aircraft or aircraft component is ready to release to
service and when it should not be released to service.
5- Mechanics are able to carry out maintenance tasks to any standard specified in the maintenance
data and will notify supervisors of mistakes requiring rectification to re-establish required
maintenance standards.
6- Specialised services staff is able to carry out specialised maintenance tasks to the standard specified
in the maintenance data and will both inform and await instructions from their supervisor in any
case where it is not possible to complete the specialised maintenance in accordance with the
maintenance data.
Stores incoming inspection staff are required to demonstrate an in depth knowledge of the
requirements relevant to the processing of aircraft components and materials. Their knowledge
must relate to legislative documentation, goods inspection procedures, identification, and
traceability of components and materials
7- Quality audit staff are able to monitor compliance with EASA Part 145 identifying non-compliance in
an effective and timely manner so that the organisation may remain in compliance with EASA Part
145.
The aforementioned list is not exclusive and may include other categories of personnel.
Assessment procedure is based on the Competence Assessment Form which is prepared in accordance with
GM 2 145.A.30(e).
Characteristic performance indicators for each task are evaluated during assessment (e.g. level of detailed
knowledge of the aircraft systems, extent of knowledge and use in daily tasks of standard and special
procedures, level of troubleshooting demanding and ability, number and level of incident situations,
completeness and content of the written entries of performed work as defect card determination, capability
of self-preparation of the combined and required tasks, level of awareness of the critical task processing etc.
as detailed on F-MM-185 for each staff category).
For each item in competence assessment form, Satisfactory or Unsatisfactory shall be marked and in order
to succeed from the competence assessment, at least 80% of the items should be satisfactory.
For each criteria at the competence assessment form,
- For the unsatisfactory criteria, the reason shall be recorded at the remarks column.
- For the satisfactory criteria, whenever applicable, supporting documents used during the assessment or the
brief result of the interview on that particular criteria shall be recorded to the remarks column.
For the staff falling out of these criteria, reason for unsatisfactory items should be investigated by the upper
Manager and action should be taken to correct the situation. If the criteria do not become satisfactory in 2

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months time, then the staff authorisation effected by the unsatisfactory item should be restricted by the
related Manager or Quality Manager.
As a result of the competence assessment, an individual’s qualification should determine:
- Which level of on-going supervision would be required or whether unsupervised work could be
permitted.
- Whether there is a need for additional training.
A record of competence assessment should be kept including copies of all documents that attest to
qualification, such as the licence and/or any authorisation held, as applicable.
Assessment records will be kept at Quality Department for a period of 3 years after date of assessment.
3.14.1 Training Policy
Responsibilities
Quality Manager is responsible to ensure that certifying staff remain current in terms of procedures, human
factors and technical knowledge. For other staff, the managers of each staff are responsible to ensure that
they remain current in terms of procedures, human factors and technical knowledge when required.
Training department is responsible that the organisation receives feedback on the adequacy of its
procedures and maintenance instructions as well as to ensure that feedback is formally passed from the
training department to the quality department to initiate action.
Content preparation, planning progress and implementation of initial and continuation training are
conducted by the training department.
Training Needs Analysis

ATS Team managers have ultimate responsibility for determination of training needs of their staff in
accordance with the MOE requirements and internal job descriptions. The managers may designate training
representatives in order to determine training needs in accordance with training standards and policy.
According to the training needs determined by the related department, training department evaluates
external sources of these training or prepares internal training documents by taking into consideration civil
aviation regulations, operational requirements and international training standards.
Scheduling of the training for individuals is performed by training department together with the relevant
departments.
All new employees are subject to training within 6 months by concerned department, which is related with
general company orientation and company procedures (MOE). Contracted personnel shall take company
procedure training from training department before starting to work on the contracted subject.
In addition, all maintenance related personnel shall have human factors training no later than 6 months after
employment. For contracted staff, human factor training shall be provided before 2 months. But in all cases,
training department together with the related departments ensure that initial human factors training is
received prior to commencing actual job function of an individual, unless their competence assessment
justifies that there is no need for such training. Newly directly employed personnel working under direct
supervision may receive training within 6 months after joining the maintenance organisation.
Training needs are determined according to the following criteria:

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- Civil aviation regulations

- Mandatory training as required by MOE
- Company procedures
- Technological changes
- Qualifications and skills of staff
- Customers’ training needs
- Errors derived from human factors issues
- Quality audit findings
Initial Training
Initial training are scheduled internally or externally, when there is a need determined according to the
criteria explained above.
The following table lists the initial training to be taken by all ATS Team staff and indicates if it is possible to
provide these training internally. While internal training is provided, minimum duration listed at the table
shall be followed. Training department shall record the training reference listed at each training topic to the
certificate for internal training. Additionally, training or quality department shall ensure that training
reference is recorded correctly for external training.
Initial Training Subject Internal Duration for Training Reference to be included in

Training internal the certificate
Possible training
Maintenance Human Factor No - Module 9 of Appendix I to EASA Part
66
Maintenance Human Factor Yes 6 hours GM 145.A.30(e)
Aviation Legislation No - Module 10 of Appendix I to EASA Part

66
EASA Part 145 Yes 6 hours Latest amendment of EASA Part 145
used
Fuel Tank Safety / CDCCL (Phase I) No - Appendix IV to AMC 145.A.30(e) and
145.B.10(3)
Fuel Tank Safety / CDCCL (Phase II) No - Appendix IV to AMC 145.A.30(e) and
145.B.10(3)
Electrical Wiring Interconnection No - AMC 20-22
System (EWIS)
Maintenance Organisation Exposition Yes 6 hours Latest amendment of MOE used
Type training and familiarisation training shall be received from EASA Part 147 approved maintenance
training organisations.

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Training which may include practical aspects, such as but not limited to; borescope training, engine run-up
training, structural repair training, component training or task training may be from external sources or
provided internally.
Specific training such as but not limited to; ATA300, ESDS, Hidden damage, Dangerous Goods, Quality
Management Systems and Audit techniques are received from external sources.
Customer documentation training (including ETOPS) may be provided internally and signed participant list is
kept as record of this training.
Continuation Training
Basically, continuation training is provided to each staff every two years. But if major changes occur on the
continuation training subjects (for example a major MOE revision) the changes shall be distributed to all
related staff as soon as possible by providing training document about such changes and ensuring that all
related staff have read the training document.
Continuation training is provided to staff in order to ensure that each staff has up to date knowledge about
the subject they are responsible. For each staff, required continuation training subjects are listed at the
related chapters of MOE or job descriptions.
- MOE continuation training includes changes in MOE Procedures, Forms, Customers Documents and NDT
manual when applicable.
- Aviation legislation continuation training includes changes in EASA Rules, Regulations (IR Part-145, -66, -
M, -147) and may include changes in Turkish DGCA Regulations, Instructions (SHY-145, -66, -M, -147).
- Technical changes continuation training includes; innovations / announcements by aircraft manufacturers
and manufacturers of components, modifications, service bulletins, technical information letters, technical
publications and notifications issued by Aviation Authorities, airworthiness directives, service information
bulletins, engineering orders, technical notifications and Engineering and Planning Department and Operator
publications.
- Human Factors continuation training includes; Authorities, internal and customer audits findings related
to human factors, recent human factor incidents and accidents in the organisation during the aircraft
maintenance or in aircraft maintenance industries
Continuation training are in principle scheduled internally but for urgent cases external training organisations
may be used.
The following table lists the continuation training to be taken by all ATS Team staff. While continuation
training is provided, minimum duration listed at the table shall be followed. Training department shall record
the training reference listed at each training topic to the certificate for continuation training.
For additional continuation training needs, internal training is provided if possible or external training
organisation is used.
If it is possible, continuation training are planned in such a way that the prepared course syllabuses have
special content for the related work group.
Continuation Training Subject Duration Training Reference to be included in the

certificate
Maintenance Human Factor 3 hours GM 145.A.30(e)
Aviation Legislation 2 hours Latest amendment of EU legislation used

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EASA Part 145 1 hour Latest amendment of EASA Part 145 used
Fuel Tank Safety / CDCCL (Phase II) 3 hours Appendix IV to AMC 145.A.30(e) and
145.B.10(3)
Electrical Wiring Interconnection System (EWIS) 3 hours AMC 20-22
Maintenance Organisation Exposition 2 hours Latest amendment of MOE used
Technical Changes 2 hours Training document reference
Training Contents for Internal Training
Training department prepares a training content form (F-TM-184) for each internal training subject by
including the following information;
- Training code which is uniquely identified for each training subject,

- Training subject,
- Detailed training content (syllabus)
- Revision number and date of syllabus
- Duration (theoretical and practical duration shall be recorded separately)
- Target group
- Assessment method if required (test or exam)
- References used for the training
Updating of training content may be necessary for; a mandatory technical modification that affect
maintenance of an aircraft type, an error in the training content, any change in applicable legislations or in
any change need occurs for training subject.
Training Department ensures that training content is updated for the above subjects before the regulatory
change mandating this update comes into force.
Issuing Training Certificates (Initial or Continuation)
Training department is responsible to issue training certificates after every internal training. The certificate
of recognition (F-TM-183) shall at least include;
- Name of the organisation (Aviation Technical Services Team) and EASA approval number (EASA.145.0433),
- Name, date and place of birth of the personnel who received training,
- Training subject and if applicable training code,
- Duration of the training (theoretical and practical durations shall be recorded separately),
- Reference used for the training,
- Date and place of the training,
- Unique serial number of the training certificate (serial number increases for each certificate),
- Name and signature of the instructor.
- Issue date of the certificate
If more than one subject is combined in one training, a combined certificate may be issued.

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3.15 Training procedures for on-the-job training as per Section 6 of Appendix III to Part-66 (limited to the
case where the competent authority for the Part-145 approval and for the Part-66 licence is the
same).
References:
145.A.70(a)
Not applicable

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3.16 Procedure for the issue of a recommendation to the competent authority for the issue of a Part-66
licence in accordance with 66.B.105 (limited to the case where the competent authority for the Part-
145 approval and for the Part-66 licence is the same).
References:
145.A.70(a)
Not applicable

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PART 4
4.1 Contracting operators

References:
145.A.70(a)13
List of contracted operators includes the operators for which ATS Team provides base and line maintenance
services under EASA Part 145 approval. Whenever the MOE is revised, the list is updated by Quality Manager
with coordinating Marketing Manager if necessary.
CONTRACTING OPERATOR COUNTRY SCOPE OF WORK
ATLASJET AIRLINES TURKEY BASE / LINE MAINTENANCE
IFLY AIRLINES RUSSIA LINE MAINTENANCE
Maintenance activities performed by ATS Team for operators include only maintenance tasks covered by
EASA Part 145 scope of approval. These activities are listed at chapter 1.9.

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4.2 Operator procedures and paperwork

References:
145.A.70(a)13
This paragraph describes the special mode of operation (procedures / documents / exchange of information,
planning meetings, technical, quality, reliability) between ATS Team and customers.
The operator is responsible for the airworthiness of the aircraft / component.

ATS Team is responsible for the work that is performed by the authorised ATS Team staff.
Any work performed for a customer requires an initial customer work order which includes;
- Specific request from the operator according to operational or environmental conditions,
- Specific request from the National Aviation Authorities of the country where the aircraft is
registered,
- All AD's and mandatory instructions directly applicable to the aircraft or aircraft component of the
operator considered,
- All information concerning accomplishment of all maintenance in accordance with the approved
operator's aircraft maintenance program,
- Specific and optional modifications approved by the National Aviation Authority of the operator.
Any work performed for operator are to be done as per the procedures described in chapter 2 of this MOE
or in accordance with the customer procedure if it is not contradicting with the internal one.
Contracts
Upon the request of the operator, maintenance agreement (contract) in accordance with EASA Part M,
M.A.708(c) is signed covering scope of work of ATS Team.
Contracts with operators will include clear definitions and will be reviewed to ensure that requirements are
established. Marketing Department coordinates all effected departments to ensure that they have a clear
understanding of contracts.
For this purpose a review board may be instituted consisting of all department managers involve in the
maintenance process to evaluate the necessary requirements and to check the existing capabilities of ATS
Team and resources. The board advises the Accountable Manager on additional resources, equipment etc.
required to fulfil the requirements of the contract.
Specific attention is given to the following points;
- Maintenance work package identified in the work order
- Availability of airworthiness data (AD's, SB's, MM, SRM, WDM, etc.) including affectivity,
- Availability of engine, APU, as necessary
- Availability of technical log book
- Availability of the aircraft, engine, APU, hours, cycles and landings etc.
- Quality objective to be reached
- Applicable specifications, airworthiness requirements

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- Tooling and equipment identification and selection

- Technical requirements
- Personnel qualification and training
- Human resources requirements
- Environmental conditions
- Specific procedures to be applied
- Specific request of operator’s National Aviation Authority
- Specific allocation of responsibilities and authority during the different phases of the project
- Suitable testing, inspection, examination and audit programs at appropriate stages
Tool and equipment requirements for all cases such as defect rectification or non-routine works should be
indicated and explained in the contracts.
During implementation of a contract, ATS Team forms a working team in conjunction with the operator in
order to establish interface procedures between the companies. Such procedures specifying requirements of
the contract for support of an operator shall be mutually agreed. The working team may be varying in
constitution dependent upon the contract requirement, but in all cases the quality department will
participate or receive notification of team progress / decisions.
Base Maintenance / Maintenance Manager delegates technical staff as necessary in order that procedures to
support the contracts can be developed and agreed with operator in order that legal and maintenance
arrangements are defined and understood by all parties.
Quality Manager ensures that resulting procedures are correct, adopted and disseminated within the
organization as required by the operator.
Such procedures specific to the interface arrangements between ATS Team and an operator will as a
minimum:
- Give general contract overview,
- Detail the applicable work to be performed,
- Define communication paths,
- Indicate controlling procedure,
- Show areas of responsibility,
- Identify key personnel,
- Identify particular documents,
- Clarify special / particular arrangements or requirements.
It is ensured by clearly identifying in the contract that; “whenever additional equipments or tools are
required for unplanned works / non-routine works (mainly defect rectifications), operator is responsible to
supply related tools / equipments to ATS Team through local AMO’s.”
The contracted operator’s representative will make available to ATS Team Base Maintenance / Maintenance
Manager and Quality Manager, that specific operator procedure which may have impact on the ability of ATS
Team to perform proper maintenance and airworthiness functions. Such procedures will be subject to a joint
review for suitability.

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4.3 Operator record completion

References:
145.A.70(a)13
It is the policy of ATS Team to store the records on behalf of the operator if it will be specified in the contract
in accordance with operator’s and EASA Part 145 requirements.
When maintenance is performed for operator, ATS Team fills all the documentation and records to operator
for the work performed. This performed maintenance must not exceed ATS Team scope of approval and the
capability list (otherwise concession request procedure must be initiated).
There can be two ways for the work accomplishment:
- using all ATS Team documentation,
- using some of operator’s documentation.
This information must be detailed in signed contract between ATS Team and operator.
In all cases, all the transit checks and overnight checks are carried out in accordance with the procedures of
Operator and recorded on the Aircraft Maintenance Log Book of operator's aircraft and also on the customer
work order.
If ATS Team documentation will be used, relevant chapters of this MOE shall be followed.
If operator documentation will be used, the performance of the maintenance tasks is recorded and certified
by ATS Team personnel on the relevant documents by following operator procedures. Any certificate of
release to service will stipulate ATS Team EASA Part 145 approval reference.
For qualification of certifying staff and inspectors designated to perform maintenance on customer aircraft,
documentation training in accordance with the operator’s documentation procedures may be supplied by
the operator. This may be implemented as classroom training by the operator’s dedicated instructor. If
operator cannot assign instructor but the training material is available, the documentation procedures
training material will be distributed in digital format under the condition that it must be ensured by training
department that the training is received and well understood by the trainee.
Specific and general procedures pertinent to particular operators and the related training documents are
contained and published in ATS Team intranet under quality documents folder.
After Maintenance Check, the following document will be forwarded to the client:
 Certificate of Release to Service (CRS)
 List of replaced components
 List of works not performed
 Unserviceable Tags for components removed from aircraft
 Non-Routine Item Forms
Digital Copies of Maintenance work packages are preserved by the Production Planning Department for 5
years.

Issue : 03

Issue : 03
PART 5
5.1 Sample of Documents

References:
145.A.70(a)
Following documents are included in the MOE and a change of these documents requires MOE revision.
Other documents and forms used within the ATS Team are located in the intranet server under quality
documents folder which is controlled by Quality Department.
 Certificate of Release to Service
 EASA Form 1
 Engineering Order
 Work Order
 Work Card (Routine or Non-routine)
 Certifying Staff Authorisation
 Personnel Record Sheet
 Serviceable / Unserviceable Component Tag
 Serviceable Part Tag
 Robbery Tag
 Scrapped Part Tag:
 Quality Audit Non Compliance Report and Sample Checklist

Issue : 03
CRS

Issue : 03
EASA Form 1

Issue : 03
Engineering Order

Issue : 03
Work Order

Issue : 03
Work Card (Routine or Non-routine)

Issue : 03
Certifying Staff Authorisation

Issue : 03
Personnel Record Sheet

Issue : 03
Material tags
Serviceable / Unserviceable Component Tag

Issue : 03
Serviceable Part Tag

Issue : 03
Robbery Tag

Issue : 03
Scrapped Part Tag:

Issue : 03
Quality Audit Non Compliance Report and Sample Checklist

Issue : 03

Issue : 03

Issue : 03
5.2 List of Subcontractors as per 145.A.75 (b)

References:
145.A.75(b)
This section lists the non EASA Part 145 subcontractors under cover of the ATS Team quality system.
Currently subcontracting is not used by ATS Team.

Issue : 03
5.3 List of Line maintenance locations as per 145.A.75 (d)

References:
145.A.75(d)
Airbus A 320 Airbus A330 Boeing 737 Boeing 737 Boeing Boeing Bombardier
STATION series 300/400/500 600/700/800 CRJ 700/900
series 757-200/300 767-200/300
Engine Type CFM IAE PW CFM CFM PW RR GE GE
ISTANBUL (IST) A A A A A A A A A
ANTALYA (AYT) A A A A A A A A A
İZMİR (ADB) L L L L L L L L
ISPARTA (ISE) L L L L
BANGKOK (BKK) A
HURGHADA (HRG) L
The scope of work of line stations indicated as “L” is;

- Maintenance checks up to and excluding “A check”.
- Troubleshooting
- Defect rectification
- Component replacement including engine and APU with use of external test equipment
- Minor repairs and modifications
- For aircraft types for which manufacturer maintenance schedule is in accordance with MSG-3 logic,
scheduled maintenance tasks may be performed at these stations provided that Quality Manager together
with the related Managers ensures that required facility, tool, equipment, material, maintenance data and
appropriate authorised certifying staff is available and the tasks are including only;
 Visual inspections that will detect obvious unsatisfactory conditions/discrepancies but do not require
extensive in depth inspection.
 Internal structure, systems and powerplant items which are visible through quick opening access
panels/doors.
The scope of work of line stations indicated as “A” is;
- All items listed above plus “A” check.

Issue : 03
CAUTION: Above mentioned maintenance can only be performed when required facility, tool, equipment,
material, maintenance data and appropriate authorised certifying staff is available.
If there is any non-compliance in the maintenance environment regarding above criteria, line maintenance
chief of shift supervisor shall immediately report this non-compliance to Quality Management and
Maintenance Management verbally or written by using the contacts provided below
Quality Management direct phone contact: +90-530 940 41 45 / +90- 533 244 07 87
Maintenance Management direct phone contact: + 90 533 647 4575
e-mail: quality@atsteam.aero
Any maintenance shall not be certified until any non-compliance preventing CRS issue is rectified and / or
closed.

Issue : 03
5.4 List of contracted EASA Part 145 Organisations as per 145.A.70(a)(16)

References:
145.A.75(a)16
CODE COMPANY NAME NATURE OF BUSINESS APPROVAL APPROVAL NO
001 Turkish Technic NDT SUPERVISION EASA Part 145 EASA.145.0276
Contractors list is managed by quality department.

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Ats Team Moe Issue 3 Revision 1 - 12.07.2013

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AVIATION TECHNICAL SERVICES TEAM

HAVACILIK TEKNİK A.Ş.

EASA PART 145

Document No: ATS.M.01

Atatürk Airport (IST)

0.1 Table of contents

AVIATION TECHNICAL SERVICES TEAM MOE Page 2

PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES ................................................................................................ 145

AVIATION TECHNICAL SERVICES TEAM MOE Page 3

0.2 List of effective pages

AVIATION TECHNICAL SERVICES TEAM MOE Page 4

AVIATION TECHNICAL SERVICES TEAM MOE Page 5

AVIATION TECHNICAL SERVICES TEAM MOE Page 6

129 12 July 2013 3 01

AVIATION TECHNICAL SERVICES TEAM MOE Page 7

168 12 July 2013 3 01

AVIATION TECHNICAL SERVICES TEAM MOE Page 8

AVIATION TECHNICAL SERVICES TEAM MOE Page 9

0.3 List of issues / amendments

Revision Highlights and summary of changes:

AVIATION TECHNICAL SERVICES TEAM MOE Page 10

0.4 Distribution list

MOE COPY NUMBER MOE HOLDER FORMAT

Copy No: ATS.M.01.D01 EASA Electronic Copy

Copy No: ATS.M.01.D02 Turkish DGCA Paper and CD

Copy No: ATS.M.01.D03 ATS Team Library Electronic Copy

AVIATION TECHNICAL SERVICES TEAM MOE Page 11

1.1 Corporate commitment by the accountable Manager

AVIATION TECHNICAL SERVICES TEAM MOE Page 12

1.2 Safety and quality policy

In addition with this commitment, ATS Team:

AVIATION TECHNICAL SERVICES TEAM MOE Page 13

AVIATION TECHNICAL SERVICES TEAM MOE Page 14

1.3 Management personnel

Title Name Deputy

Accountable Manager Erkan YILMAZ Cevdet GÜL

Quality Manager* Yücel KOLCUBAŞI Murat BAYRAKTAR

Maintenance Manager* Cevdet GÜL İsmail KIZILKAYA

Engineering Manager* Boran ALAYBAŞI Cemgut BALCI

AVIATION TECHNICAL SERVICES TEAM MOE Page 15

1.4 Duties and responsibilities of the management personnel

1.4.1 Accountable Manager

Accountable Manager Qualifications

1.4.2 Quality Manager

AVIATION TECHNICAL SERVICES TEAM MOE Page 16

Quality Manager Qualifications

AVIATION TECHNICAL SERVICES TEAM MOE Page 17

1.4.3 Base Maintenance Manager

Base Maintenance Manager Qualifications

AVIATION TECHNICAL SERVICES TEAM MOE Page 18

1.4.4 Maintenance Manager

Maintenance Manager Qualifications

AVIATION TECHNICAL SERVICES TEAM MOE Page 19

1.4.5 Engineering Manager

Engineering Manager Qualifications

AVIATION TECHNICAL SERVICES TEAM MOE Page 20

1.4.6 Production Planning Manager

Production Planning Manager Qualifications

AVIATION TECHNICAL SERVICES TEAM MOE Page 21

1.4.7 Responsible Level 3 Staff for NDT

AVIATION TECHNICAL SERVICES TEAM MOE Page 22

1.5 Management organisation chart