Module 10 (Cat A Cat B)

Approved Maintenance Training Organisation
by Civil Aviation Authority of Malaysia

[Approval Number : ATO/2012/02]
BASED ON CAAM
CAD 1801 ISSUE 1 - CAAM PART 66
module 10 -
aviation
legislation
ISSUE 4 REVISION 0 (1ST JANUARY 2023)
WWW.AEROPRECISION.COM.MY
APR - Aviation Training Centre
MODULE 10
MODULE 10
AVIATION LEGISLATION
FOR TRAINING PURPOSES ONLY i 1st Jan 2023
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MODULE 10
Contents
10.1 REGULATORY FRAMEWORK .................................................................................................. 2
ROLE OF INTERNATIONAL CIVIL AVIATION ORGANISATION ............................................................ 2
ROLE OF MINISTRY OF TRANSPORT................................................................................................... 9
ROLE OF CIVIL AVIATION AUTHORITY MALAYSIA ........................................................................... 10
CIVIL AVIATION ACT 1969 ................................................................................................................ 15
MALAYSIAN CIVIL AVIATION REGULATIONS (MCAR) 2016............................................................. 17
RELATIONSHIP BETWEEN ALL PARTS IN CAAM CAD ......................................................................... 19
10.2 CERTIFYING STAFF .............................................................................................................. 74
10.3 APPROVED MAINENANCE ORGANISATIONS ........................................................................ 98
CAAM PART 145 ............................................................................................................................... 98
CAAM PART M SUBPART F ............................................................................................................. 138
10.4 AIR OPERATOR ................................................................................................................. 153
CAAM FLIGHT OPERATION DIRECTIVE ........................................................................................... 153
AIR OPERATION CERTIFICATE ........................................................................................................ 157
OPERATING REQUIREMENTS ......................................................................................................... 177
MEL ................................................................................................................................................. 183
DOCUMENTS TO BE CARRIED ON BOARD ..................................................................................... 187
AIRCRAFT PLACARDING (MARKINGS) ............................................................................................ 188
10.5 CERTIFICATION OF AIRCRAFT, PARTS AND APPLIANCES ..................................................... 192
GENERAL ......................................................................................................................................... 192
DOCUMENTS................................................................................................................................... 220
10.6 CONTINUING AIRWORTHINESS ......................................................................................... 254
10.7 APPLICABLE NATIONAL AND INTERNATIONAL REQUIREMENTS .......................................... 283
MAINTENANCE PROGRAMME, MAINTENANCE CHECK AND INSPECTION ................................... 283
AIRWORTHINESS DIRECTIVES ........................................................................................................ 296
MAINTENANCE DOCUMENTATION................................................................................................ 323
DEFERAL PROCEDURES ................................................................................................................... 331
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10.1 REGULATORY
FRAMEWORK
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10.1 REGULATORY FRAMEWORK

ROLE OF INTERNATIONAL CIVIL AVIATION ORGANISATION
CHICAGO CONFERENCE
a) Tremendous development of aviation during World War I
b) Need for an international organization to assist and regulate international flight for
peaceful purposes, covering all aspect of flying, including technical, economic and
legal problems
c) The US conducted exploratory discussion with its World War II allies and invitations
were sent to 55 allied and neutral to meet in Chicago in November 1944
CHICAGO CONVENTION
a) On 7 Dec 1944 – A Convention was signed by 52 countries and known as
Chicago Convention. The signatory states are called CONTRACTING STATES.
b) Chicago, Illinois, 1 November to 7 December 1944
c) 52 nations met at the International Civil Aviation Conference in Chicago to plan
forinternational cooperation in post war era air navigation.
d) This conference framed the constitution of the International Civil Aviation
Organization(ICAO), also called the Chicago Convention.
CHICAGO CONVENTION ESTABLISHED:

a) To develop civil aviation in a safe and orderly manner
b) So that international air transport services can be established on the basis of
equality of opportunity and operated soundly and economically
c) A provisional organization was created and functioned for 20 months until, on 4
April 1947, ICAO officially came into existence. The Chicago Convention of 1944
also established the basic geopolitical guidelines of the international Air
Operations which became known as Air Freedom Right
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EXCLUSIVE SOVEREIGNTY
The Chicago Convention affirms every state's "complete and exclusive sovereignty overthe
airspace above its territory." It provides that:
a) Non-scheduled flights may be made by the civil aircraft of one country into or over
theterritory of another.
b) Scheduled international air service may be operated from one country into or over
theterritory of another country only with the latter's authorization,
c) Member states are permitted to establish areas prohibited to foreign aircraft as long
as theseregulations are non-discriminatory.
FREEDOMS OF THE AIR

a) The International Air Services Transit Agreement guarantees
1. the freedom of civil aircraft to fly over foreign countries and territories as long as
theydo not land (First Freedom),
2. the freedom of civil aircraft to make non-traffic landings, for refuelling or overhaul
on-ly, in foreign territory (Second Freedom),
b) Freedom to transport passenger and cargo from an aircraft homeland to other
countries(Third freedom)
c) Freedom to transport passengers and cargo from other countries to an aircrafts
homeland (Fourth Freedom)
d) Freedom to carry air traffic between countries other than the aircrafts homeland(Fifth
Freedom)
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INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO)

a) ICAO headquarters are at 999 University Street, Montreal, Canada, occupying a 15-
story tower with an adjoining complex
b) ICAO maintains regional, to assist member state

1. Paris
2. Bangkok
3. Cairo
4. Mexico City
5. Nairobi
6. Lima
7. Dakar
c) the Chicago Convention established the International civil aviation Organization
(ICAO), to:
1. supervised “order in the air”
2. obtain maximum technical standardization for international aviation
3. recommend certain practices that member countries should follow, carry out
other functions
4. countries ratifying the convention thereby agree to conform to ICAO adopted civil
aviation standards and recommendations
CONTRACTING STATES
a) The countries that have ratified the Chicago Convention are called contracting states.
b) Until 2011 there are 190 contracting states.
c) The contracting states agree in principle to adopt ICAO guidelines as basis of their own
civilaviation regulations.
d) This unifies global civil aviation standards and procedures and enhances safety.
e) Malaysia as a signatory is bound to the Chicago Convention.
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STRUCTURE OF ICAO
a) The three main organs of ICAO are:
1. the Assembly,
2. the Council, and
3. the Secretariat
b) The Assembly, composed of representatives from all Contracting States, is the
sovereign bodyof ICAO.
c) It meets every three years, reviewing in detail the work of the Organization and setting
policyfor the coming years. It also votes a triennial budget. The ICAO is a specialized
agency of the United Nations.
d) The Council, the governing body which is elected by the Assembly for a three-year
term, iscomposed of 36 States. The council will be headed by a president.
e) As the governing body, the Council gives continuing direction to the work of ICAO.
f) The Secretariat, headed by Secretary General, is divided into five main divisions
AIMS OF ICAO
The aims of ICAO are to develop the principles and techniques of international air navigation
and to foster the planning and development of international air transport so as to: INSURE
THE SAFE AND ORDERLY GROWTH OF INTERNATIONAL CIVIL AVIATION THROUGHT THE
WORLD.
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OBJECTIVES OF ICAO
a) Encourage the arts of aircraft design and operation for peaceful purposes
b) Encourage the development of airways, airports, and air navigation facilities for
internationalcivil aviation
c) Meet the needs of the peoples of the world for safe, regular, efficient and economical
airtransport
d) Prevent economic waste caused by unreasonable competition
e) Ensure that the rights of contracting States are fully respected and that every
contracting State has a fair opportunity to operate international airlines
f) Avoid discrimination between contracting States
g) Promote safety of flight in international air navigation
h) Promote generally the development of all aspects of international civil aeronautics.
ICAO ANNEXES
Annex 1 Personnel Licencing
Annex 2 Rules of the Air
Annex 3 Meteorological Service for International Air Navigation
Annex 4 Aeronautical charts
Annex 5 Units of Measurement to be Used in Air and Ground Operation
Annex 6 Operation of Aircraft
Annex 7 Aircraft Nationality and Registration Marks
Annex 8 Airworthiness of Aircraft
Annex 9 Facilitation
Annex 10 Aeronautical Telecommunications
Annex 11 Air Traffic Services
Annex 12 Search and Rescue
Annex 13 Aircraft Accident Investigation
Annex 14 Aerodromes
Annex 15 Aeronautical Information Services
Annex 16 Environmental Protection
Annex 17 Security
Annex 18 The Safe Transport and Dangerous Goods by Air
Annex 19 Safety Management
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ICAO ANNEXES
Among the most significant annexes to the aircraft maintenance engineers are Annex 1 :
Personnel Licencing. It provides information on licensing of flight crew, air traffic controllers
and aircraft maintenance personnel
Annex 6: Operation of Aircraft

The operation of aircraft engaged in international air transport must be as standardised as
possible to ensure the highest levels of safety and efficiency. Annex 6 includes:
a) Flight operations
b) Aircraft performance operating limitations
c) Aircraft instruments, equipment & flight documents
d) Aircraft communication & navigation equipment
e) Aircraft maintenance
f) Flight crew, cabin crew, flight operations officers & flight dispatcher
g) Manuals, logs & records
h) Security
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Annex 8: Airworthiness of Aircraft

Specifies uniform procedures for:
a) Type certificate
b) Production
c) Certificate of Airworthiness
d) Continuing airworthiness for aircraft
e) Aircraft design
f) Certificate of Airworthiness
g) Continuing airworthiness for aircraft
h) Aircraft design
Annex 16: Environmental Protection

Annex 16 sets out specifications regarding:
a) Aircraft noise
b) Aircraft engine emissions
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ROLE OF MINISTRY OF TRANSPORT
The conduct of civil aviation in Malaysia falls under the jurisdiction of the ministry of
transport. The ministry of transport has delegated its power to the Civil Aviation Authority
Malaysia (CAAM)
CEO (DGCA) heads the CAAM and reports to the ministry of transport
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ROLE OF CIVIL AVIATION AUTHORITY MALAYSIA
AIRWORTHINESS DIVIATION
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Director of
Airworthiness
Airworthiness Airworthiness Airworthiness Airworthiness Airworthiness

Licencing Maintenance Repair Station Engineering Standard
Aircraft
Examination Schedule Flight Aircraft Certification Registration and
Mortgage
Non-Schedule Standard and

Licencing Component Manufacturing
Flight Data Analysis
General Aviation Engineering
FUNCTION OF AIRWORTHINESS DIVISION

a) Aircraft type certification / including flight testing.
b) Manufacturing / design organisation approval.
c) Issue of export certificate of airworthiness.
d) Issue / renewal of certificate of airworthiness and aircraft
e) Continuing airworthiness
f) Maintenance programme / facilities approval.
g) Approval of modification to aircraft engine and equipment.
h) Examination and licensing of engineers.
i) Repair / overhaul organisation approval.
j) Aircraft registry.
k) Application of airworthiness standard in line with ICAO,
l) UK-CAA, EASA and FAA requirements.
m) Investigation of aircraft incidents and accidents
MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK

a) As a contracting state, the government of Malaysia ratifies the Chicago Convention by
the Laws of Malaysia, Civil Aviation Act (Amendment) 2003. It extends the government
control on the nations’ civil aviation activities and is the law of the land
b) MCAR 2016 was enacted on 28 March 2016 and became effective on 15 April 2016
c) The role of Regulatory / Authority Body
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CAAM AIRWORTHINESS NOTICES

Airworthiness notices have been revoked, superseded or cancelled. New CADS effective 1st
may 2021
CAAM is responsible, amongst other functions, for developing and promulgating appropriate,
clear and concise aviation safety standards in line with the Malaysian civil aviation regulations
2016 (MCAR 2016). In the performance of this function, the CAAM, where appropriate, will
consult with commercial, industrial, consumer and other relevant bodies and organizations
when developing these standards.
Cads are issued by the CEO of the CAAM in exercise of the powers conferred by section 24o
of the civil aviation act 1969 [act 3], which states that every notice, circular, directive and
information issued under this act or under any subsidiary legislation made under this act shall
be published by the CEO in such manner as inhis opinion will ensure that the notice, circular,
directive and information is brought to the attention of the person who has to comply with
such notice, circular, directive and information
a) These directives are the Civil Aviation Directive 6 Part 1 – commercial air transport
– aeroplane (CAD 6 Part 1- CAT – Aeroplane), Issue 01/Revision 00, and comes into
operation on 1st April 2021
b) These directives are the Civil Aviation Directives 6004 – air operator certificate (CAD
6004 AOC), Issue 01/Revision 00 and comes into operation on 1st April 2021
c) These directives are the Civil Aviation Directive 6007 – Operator Alcohol and Drug
testing programme (CAD 6007 – ADTP), Issue 01/Revision 00 and comes into
operation on 1st May 2021
d) This Civil Aviation Directive (CAD) Are the Civil Aviation Directive 6801 – continuing
airworthiness of aircraft (CAAM part m), issue 01/revision 00, and comes into
operation on 1st may 2021
e) These directives are the Civil Aviation Directives 6802 - continuing airworthiness
management organization (CAAM part M Subpart G), Issue 01 revision 00, and
comes into operation on 1st may 2021.
f) These directives are the Civil Aviation Directive 7 – aircraft nationality and
registration marks, issue 01/revision 00, and comes into operation on 1st April 2021.
g) These directives are the Civil Aviation Directives 7101 – aircraft registration (CAD
7101), issue 01/revision 00, and comes into operation on 1 April 2021
h) These directives are the Civil Aviation Directives 8 – airworthiness of aircraft, is-sue
01/revision 00, and comes into operation on the 1st April 2021.
i) These directives are the Civil Aviation Directives 1801 – aircraft maintenance
licence (CAAM part 66) (CAD 1801), issue 01/revision 00, and comes into operation
on1st may 2021.
j) This directive is the Civil Aviation Directive 1802 – validation of foreign aircraft
maintenance licence [CAD 1802], issue 01/revision 00, and comes into operation on
1st may 2021.
k) These directives are the Civil Aviation Directives 1821 – maintenance training
organisation approval (CAAM part 147), issue 01/revision 00, and comes into
operation on 1st may 2021. T may 2021.
l) These directives are the civil Aviation Directives 8102 – type certificate and
restricted type certificate (CAAM part 21 subpart b) [CAD 8102], issue 01/revision
00,and comes into operation on 1st may 2021.
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m) These directives are the Civil Aviation Directives 8104 – design of modifications
(CAAM part 21 subpart D) [CAD 8104], issue 01/revision 00, and comes into
operationon 1st may 2021.
n) These directives are the Civil Aviation Directives 8105 – supplemental type
certificate (CAAM part 21 subpart E) [CAD 8105], issue 01/revision 00, and comes
into operation on 1st may 2021.
o) These directives are the Civil Aviation Directives 8107 – validation to a type
certificate (CAAM part 21 subpart B-1) [CAD 8107], issue 01/revision 00, and comes
into operation on 1st May 2021
p) These directives are the Civil Aviation Directives 8201 – production organisation
approval (CAAM part 21 subpart G) [CAD 8201], issue 01/revision 00, and comes
intooperation on 1st May 2021.
q) These directives are the Civil Aviation Directives 8301 – certificate of airworthiness,
issue 01/revision 00, and comes into operation on 1st May 2021.
r) These directives are the Civil Aviation Directives 8305 – permit to fly (CAAM part 21
subpart P) [CAD 8305], issue 01/revision 00, and comes into operation on 1st May
2021.
s) These directives are the Civil Aviation Directive 8401 – design organisation approval
(CAAM part 21 subpart J) [CAD 8401], issue 01/revision 00, and comes into
operation on 1st May 2021.
t) These directives are the Civil Aviation Directives 8601 – maintenance organisation
approval (CAAM part 145), issue 01/revision 00, and comes into operation on 1st
May 2021
u) These directives are the Civil Aviation Directive 8602 – limited maintenance
organisation approval (CAAM part m subpart F), issue 01/revision 00, and comes
into operation on 1st May 2021.
v) These directives are the Civil Aviation Directives 8708 – CAAM authorised release
certificate (CAAM form 1) [CAD 8708], issue 01/revision 00, and comes into
operation on 1st May 2021.
w) These directives are the Civil Aviation Directives 1601 – noise certificate [CAD
1601],issue 01/revision 00, and comes into operation on 1st May 2021.
x) These directives are the Civil Aviation Directives 19 – safety management (CAD 19
–SM), issue 01/revision 00, and comes into operation on 1 April 2021.
y) Civil Aviation Guidance Material – 1821 –maintenance training organisation
approval
z) Civil Aviation Guidance Material – 6004 -guidance on issuance and renewal
requirements for AOC
aa) Civil Aviation Guidance Material – 6008(I) reduced vertical separationminima
bb) Civil Aviation Guidance Material – 6008(II) performance-based navigation
cc) Civil Aviation Guidance Material – 6008(III) low visibility operations
dd) Civil Aviation Guidance Material – 6008(IV) extended diversion time operations
electronic civil aviation guidance material ² 6008(v) issue 01
ee) Civil Aviation Guidance Material ² 6008(V) electronic civil aviation guidance
material ² 6008(v) issue 01 revision 01 ² 15t h November 2021 flight bag
ff) Civil Aviation Guidance Material – 6801 continuing airworthiness of aircraft
gg) Civil Aviation Guidance Material – 6802 continuing airworthiness management
organisations
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hh) Civil Aviation Guidance Material ² 6803 minimum equipment list

ii) Civil Aviation Guidance Material – 6804 aircraft maintenance programme
jj) Aircraft Civil Aviation Guidance Material – 6805 issue 01 revision 00 – 15th
September 2021 mass and balance AMBP programme
kk) Civil Aviation Guidance Material – 8104 designs of modifications
ll) Civil Aviation Guidance Material – 8105 supplemental type certificate CAAM part
21 subpart E
mm) Civil Aviation Guidance Material – 8106 design of repairs CAAM part 21 sub-
nn) Part M
oo) Civil Aviation Guidance Material – 8110 installation of repairs CAAM part21 subpart
M
pp) Civil Aviation Guidance Material – 8401 issue 01 revision 00 – 1s t October 2021
design organisation approval CAAM part 21 subpart M
qq) Civil Aviation Guidance Material – 8503 mandatory occurrence reporting –
airworthiness aspect
rr) Civil Aviation Guidance Material – 8601 issue 01 revision 00 – 1s t October 2021
maintenance organisation approval CAAM part 145
ss) Civil Aviation Guidance Material – 1902 issue 01 revision 00 – 17th December 2021
safety management (SMS) system
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LAW OF MALAYSIA
ACT 3
CIVIL AVIATION ACT 1969
An act to make better provision in the law relating to civil aviation and for matters connected
therewith and ancillary to it. [throughout Malaysia—27 February 1969; part IIIA: peninsular
Malaysia—1 may 1975, P.U.(b)163/1975] be it enacted by the seri paduka baginda yang di-
pertuan agong with the advice and consent of the dewan negara and dewan rakyat in
parliament assembled, and by the authority of the same, as follows:
CIVIL AVIATION ACT 1969
PART IA
Duties and functions of the CEO of civil aviation authority of Malaysia the CEO ofcivil aviation
authority of Malaysia (delegation of powers, duties and functions of the authority)
The CEO of civil aviation authority of Malaysia shall perform the duties andfunctions assigned
to him under this act.
Duties and functions of the CEO .
2b it shall be the duty and function of the CEO .
a) To exercise regulatory functions in respect of civil aviation and airport and aviation
services including the establishment of standards and their enforcement;
b) To represent the government in respect of civil aviation matters and to do all things
necessary for this purpose;
c) To ensure the safe and orderly growth of civil aviation throughout Malaysia;
d) To encourage the development of airways, airport and air navigation facilities for
civil aviation;
e) To promote the provision of efficient airport and aviation services by the licensed
company; and (f) to promote the interests of users of airport and aviation services
in Malaysia in respect of the prices charged for, and the quality and variety of,
services provided by the licensed company.
PART II REGULATION OF CIVIL AVIATION
Power to give effect to the Chicago Convention and regulate civil aviation
3.(1) The Minister may make such regulations as he considers necessary or expedient to give
effect to and for the better carrying out of the objects and purposes of this Act, to provide
generally for regulating civil aviation and for carrying out the Chicago Convention, any Annex
to it and any amendments of such Convention and Annexes.
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REGULATORY STRUCTURE
Civil Aviation Act 1969 (by parliment)
Civil Aviation Regulation 2016 (by ministry)
CAAM Compliance Instruments (Issued under section 24O of the CAA e.g an issued by the
CEO)
MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK

The objectives of the Chicago Convention was to promote and develop the principles and
techniques of international air navigation, air transport technical standards and
recommended practices.
The ICAO Annexes will then form the basis for each Contracting State to promulgate their civil
legislation as their Law of the land governing civil aviation. The regulatory body (Authority
Body) is empowered by statute to regulate the air transport industry to ensure that the
minimum standard is achieved
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MALAYSIAN CIVIL AVIATION REGULATIONS (MCAR) 2016

The MCAR consists of 28 Parts and 03 Schedules of 209 regulations. These regulations contain
broad details of the Parts. Specific guidance and interpretation of certain regulations is
contained in the Schedules of the M.C.A.R.
Part I Preliminary
Part II Registration, marking and Mortgage of Aircraft
Part III Airworthiness of Aircraft
Part IV Environmental Standards
Part V Aircraft Crew and Licensing
Part VI Protection of Crew
Part VII Aircraft In Flight
Part VIII Operation of Aircraft
Part IX Height Keeping and Navigation
Part X Air Operator
Part XI Article 83 BIS Agreement
Part XII Commercial Air Transport Operations
Part XIII Carriage of Munitions of War and Dangerous Goods
Part XIV Aerial Work and Specialised Operations
Part XV Ground Handling Services
Part XVI Unmanned Aircraft System
Part XVII General Aviation
Part XVIII Foreign Aircraft Operations
Part XIX Licensing of Air Traffic Controller
Part XX Aeronautical Telecommunications Service
Part XXI Documents and Records
Part XXII Mandatory Occurrence Reporting
Part XXIII Safety Programme and Safety Management System
Part XXIV Security Measures
Part XXV Detention and Sale of Aircraft
Part XXVI Investigation of Aircraft Accident and Incident
Part XXVII General
Part XXVIII Saving Provisions
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SCHEDULE OF MCAR
a) First schedule (Sub Regulation 7 (2)) – Classification of Aircraft
b) Second schedule (Regulation 149) – Air traffic controller ratings
c) Third schedule ( Regulation 206) – Offence
ACT 788
CIVIL AVIATION AUTHORITY OF MALAYSIA 2017
An act to establish and incorporate the civil aviation authority of Malaysia, to provide for its
functions and powers, for matter connectedtherewith.
ACT A 1526
CIVIL AVIATION (AMENDMENT) ACT 2017
An act to amend the civil aviation act 1969
SECTION 24O - Any person who contravenes any notice, circular, requirement, directive or
information issued by the Chief Executive Officer commits an offence and shall, on conviction,
be liable to a fine not exceeding five hundred thousand ringgit or to imprisonment not
exceeding five years or to both
CIVIL AVIATION (AMENDMENT) ACT 2018

This regulation may be cited as the civil aviation (amendment)
a) By substituting for words “Director General” wherever appearing the word
“Authority” except regulation 2, 8, 14, 16, 21, 24, 25, 31, 35, 38, 39, 40, 41, 43, 49, 59,
60, 62, 77, 95, 96, 105, 107, 108, 111, 112, 135, 140, 153, 155, 160, 167, 168, 170, 171,
172, 189, 193, 194, 200, 201 and 204
b) In regulations 38, 39, 48, 50,51, 52, 56, 57, 69, 75, 76, 81, 82 ,84 , 90, 91, 106, 109,
113, 119, 120, 121, 123, 124, 125, 129, 131, 134, 146, 151, 154, 161, 202, and 204 by
substituting for the words “Director General“ wherever appearing the words “Chief
Executive Officer”
THE SCHEDULE OF MCAR

a) First schedule (sub regulation 7 (2) - classification of aircraft
b) Second schedule (regulation 149) - air traffic controller ratings
c) Third schedule (regulation 206) – offences
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RELATIONSHIP BETWEEN ALL PARTS IN CAAM CAD

LAWS OF MALAYSIA
ACT A1526
CIVIL AVIATION ACT 1969 (AMENDMENT)
An act to amend the civil aviation act 1969
An act to amend the civil aviation act 1969 section 24 o - any person who contravenes any
notice, circular, requirement, directive or information issued by the chief executive officer
commits an offence and shall, on conviction,be liable to a fine not exceeding five hundred
thousand ringgit or to imprisonment not exceeding five years or to both.
ACT 788
Civil aviation authority of Malaysia act 2017
An act to establish and incorporate the civil aviation authority of Malaysia (CAAM), to provide
for its functions and powers, for matter connected there-with.
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Relationship Between the Various Requirements Such as Part 21, Part M, Part 145, Part 66,
Part 147, And Air Operation (CAAM Flight Operation Directives.)
CAD 8401 –1ST MAY2021 ( ISSUE 1 REV 0)
PART - M (CAD 6801) (CAD 6802) (CAD 8601) (CAD 8602)

a) This part establishes the measures to be taken to ensure that airworthiness is
maintained, including maintenance. It also specifies the conditions to be met by the
persons or organizationsinvolved in such continuing airworthiness management.
b) Procedure and Requirement for Approval of Airworthiness Management
Organizations. (AOC holders) (CAMO) Content of Part- 145 is also part of this IR.
Approval for maintenance of aircraft and components. (AMO)
PART - 147 (CAD 1821) MTO

This section establishes the requirements to be met by organizations seeking approval to
conduct training and examination as specified in Part-66.
Functions of the organizations:
a) Type Training
b) Basic Training
c) OJT
d) CAAM – Examination
PART - 66 (CAD 1801)

This Part establishes the requirements for the issue of an aircraft maintenance Li-cense and
conditions of its validity and use, for aeroplanes and helicopters of thefollowing categories:
a) Category A
b) Category B1
c) Category B2
d) Category C
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Relationship between the various requirements such aspart 21, part M, part 145, part 66, part
147, and air operation (CAAM flight operation directives.)
PART - 21 (CAD 8201) (CAAM PART 21 SUB PART G) CAD 8102

This part gives the Procedures and Requirements for
a) Type Certification of Products.
b) Approval of Design Organization
c) Approval of Manufacturing Organization
These Directives are the Civil Aviation Directives 8102 – Type Certificate (CAAM Part 21
SubpartB) [CAD 8102], Issue 01/Revision 00, and comes into operation on 1st May 2021.
This CAD shall be applicable to—
a) an applicant for a Type Certificate or a Restricted Type Certificate; and
b) a holder of a Type Certificate or a Restricted Type Certificate.
This CAD, revokes Notice 8102 - Type Certificate (CAAM Part 21 Subpart B), issue 1 dated
19 July2019.
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CAD 8102 ISSUE 01 REVISION 00 – 1S T MAY 2021
Relationship between the various requirements such aspart 21, part m, part 145, part
66, part 147, and air operation(CAAM flight operation directives.
Part - 21 (cad 8201) (CAAM part 21 sub part g) cad 8102
This part gives the Procedures and Requirements for
TYPE CERTIFICATE ONLY APPLICABLE TO
Applicability
Variable
Aircraft Engine Pitch
Propeller
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PART - 21 (CAD 8201 ) ( CAAM PART 21 SUB PART G ) CAD 8102

SPECIAL CONDITIONS
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CAD 8102 – 1ST MAY 2021
TYPE OF CERTIFICATE DATA SHEET

The Type Certificate Data Sheet (TCDS) documents the conditions and limitations necessary
to meet the airworthiness requirements
Holder of the type certificate Qualifying aircraft (Prototype) serial numbers
Basis of Certificate Weight and balance
Powerplants Minimum crew
Fuel Maximum passengers
Limitations Service information
Required Equipment
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CAD 8102 – 1ST MAY 2021
AIRWORTHINESS CODES 1
1. EASA CERTIFICATION SPECIFICATIONS (CS)
a) CS - 23 Normal, Utility, Acrobatic and Commuter Aircrafts;
b) CS - E Engines;
c) CS - P Propellers;
PART - 21 THIS PART GIVES THE PROCEDURES AND REQUIREMENTS FOR

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Approval of Manufacturing Organization Part - 21 This part gives the Procedures and
Requirements for
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WHAT IS PART M ?
Part M concerns specifically the continuing airworthiness of air-craft and aeronautical
products, parts and appliances together with the approval of organizations and personnel
involved in these tasks.
1. CAAM Part M - Continuing Airworthiness Requirements (CAD 6801)
(CAD 6802)
2. CAAM Part 145 - Maintenance Organization Approvals (CAD 8601) (CAD
8602)
3. CAAM Part 66 - Certifying Staff (CAD 1801)
4. CAAM Part 147 - Technical Training Organizations and Requirements
(CAD 1821)
Part M is presented as two sections. Section A (called the “Technical Requirements” is

applicable to industry) and Section B (“Procedure for Competent Authorities” is applicable to
the Regulator - Competent authority). (CAAM)
Section A is subdivided into the following sections :

Subpart A - General
Subpart B - Accountability
Subpart C - Continuing Airworthiness
Subpart D - Maintenance Standards
Subpart E - Components
Subpart F - Maintenance Organization
Subpart G - Continuing Airworthiness Management Organization
Subpart H - Certificate of Release to Service - CRS (MR)
Subpart I - Airworthiness Review Certificate
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CIVIL AVIATION DIRECTIVE – 8601

MAINTENANCE ORGANISATION APPROVAL CAAM PART 145
CAD 8601 – 15TH NOV 2022
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CAD 8601 – 15TH NOV 2022
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LARGE AIRCRAFT MEANS

a) an aeroplane with a maximum certificated take-off mass exceeding 5,700kg
b) an aeroplane equipped with turbojet engine(s) or more than one turboprop engine
c) a rotorcraft with a maximum certificated take-off mass exceeding 3,175kg
d) rotorcraft with more than one engine

LIMITED MAINTENANCE ORGANISATION APPROVAL CIVIL AVIATION
DIRECTIVE – 8602
CAD 8602 – 1ST MAY 2021
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CAD 8602 – 1ST MAY 2021
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AIRCRAFT MAINTENANCE LICENCE CAAM PART 66
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CIVIL AVIATION DIRECTIVE – 1821 MAINTENANCE TRAINING ORGANISATION

APPROVAL
CAAM PART 147
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FLIGHT OPERATIONS DIRECTIVES

ORGANISATION REQUIREMENTS FOR AIR OPERATIONS
AVIATION ACT 1969 FLIGHT OPERATIONS DIRECTIVE – ORGANISATION
REQUIREMENTS FOR AIR OPERATIONS (ORO)
CAAM FLIGHT OPERATIONS DIRECTIVES.
APPLICATION
a) The following person shall be subject to this FOD :
1. operator; and
2. crew.
b) This FOD shall apply to commercial air transport (CAT).
ORO.GEN.135 CONTINUED VALIDITY

a) Subject to the fullfilment of the requirements as specified in this FOD, the CAAM may
grant an initial AOC for a period of 1 year.
b) The AOC may be renewed for a period not exceeding 5 years.
c) The application for the renewal of the AOC shall be made to the CAAM four (4) months
prior to the expiration date of the AOC.
AIR OPERATOR CERTIFICATION

The CAAM may issue or renew an AOC if the CAAM is satisfied that the applicant :
a) is competent having regard in particular to his previous conduct and experience, his
equipment, facilities, organization, staffing, maintenance of aircraft and other
arrangements, to secure the safe operation of an aircraft of the type specified in the
certificate on flights of the description and for the purposes so specified.
b) holds a valid Air Service License (ASL) or Air Service Permit (ASP) issued by the
Malaysian Aviation Commission (MAVCOM);
c) has his principal place of business and, the registered office located in Malaysia;
d) complies with MCAR, all the applicable requirements of Part-CAT and Part-SPA, as
applicable; and has a valid certificate of airworthiness for all of the operated aircraft;
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10.2 CERTIFYING
STAFF – MAINTENANCE
(PART 66)
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10.2 CERTIFYING STAFF
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MODULARISATION
Qualification on basic subjects for each AML category or subcategory should be in accordance
with the following matrix, where applicable subjects are indicated by an ‘X’ :
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10.3 APPROVED
MAINENANCE
ORGANISATIONS
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10.3 APPROVED MAINENANCE ORGANISATIONS

CAAM PART 145
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Classes and Rating
CLASS RATING CLASS RATING

Aircraft Components
A1 Aeroplanes above 5700 kq other than C9 Fuel, ATA 28; 47
complete en- C10
A2 Aeroplanes 5700 kq and below gines or APUs
Helicopters - Rotors, ATA 62; 64;
A3 Helicopters 66; 67
A4 Aircraft other than A1, A2 or A3 C11 Helicopter - Trans, ATA 63; 65

Engines
B1 Turbine Engine C12 Hydraulic Power, ATA 29
C13
B2 Piston Engine
Indicating/Recording Systems,
B3 Auxiliary Power unit (APU) ATA 31; 4; 46
Components C1 Air Conditioning & Pressurisation,
other than ATA 21 C14 Landing Gear, ATA 32
complete en-
gines or APUs C15 Oxygen, ATA 35
C2 Auto Flight, ATA 22 C16 Propellers, ATA 61
C3 Comms and Nav, ATA 23; 34 C17 Pneumatic & Vacuum, ATA 36; 37
C4 Doors - Hatches, ATA 52 C18 Protection ice/rain/fire, ATA 26; 30

C5
C19 Windows, ATA 56
C20
Electrical Power & Lights, ATA 24;
33; 85
Structural, ATA 53; 54; 57.10;
C6 Equipment, ATA 25; 38; 44; 45; 50 57.20; 57.30
C7
Engine - APU, ATA 49; 71; 72; 73; C21 Water Ballast, ATA 41
74; 75; 76; 77; 78; 79; 80; 81; 82;
83 C22 Propulsion Augmentation, ATA 84
C8 Flight Controls, ATA 27; 55; 57.40; Specialised D1 Non Destructive Testing (NDT)
57.50; 57.60; 57.70 Services
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APPROVED STORES PROCEDURES DEFINITION

a) Aeronautical Parts are items intended for incorporation into an aircraft, its engines,
propellers or equipment, the failure of which could adversely affect the continuing
airworthiness or reliability of the aircraft or the safety of its occupants.
b) The User is the person or organisation incorporating the aeronautical part into an
aircraft, its engines, propellers, or equipment.
c) A Design Organisation is an organisation recognised by CAAM as competent to design
complete aircraft, engines, propellers, equipment, or modifications to such parts.
The Responsible Authority is the body in a foreign country, which exercises control in a similar
manner to the CAAM in respect of regulatory procedures and airworthiness control of the
item under consideration.
STORES CLASSIFICATION UNDER US FAR SYSTEM

CLASS 1 - Complete Type certified Aircraft , Engines and Propellers
CLASS 2 - Part of a major component of a Class 1 product eg. Wings, fuselage, Empennage,
Landing Gear, Control Surfaces etc . Failure of which would jeopardize the safety of the Class
1 product.
ORIGINATING SOURCE
All parts and materials used in the construction, servicing, maintenance, repair and
modification of civil aircraft must ORIGINATE from a CAAM APPROVED SOURCE, or a source
acceptable to DCA.
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EVIDENCE OF CONFORMITY
When stores are released, evidence must be provided that the said stores conform to the
requirements This evidence, depending on the circumstances, will be in the form of :
a) an APPROVED CERTIFICATE, CAAM Form 1
b) an AIRWORTHINESS RELEASE CERTIFICATE (CERTIFICATE OF CONFORMITY),
c) FAA FORM 8130 / EASA Form 1
as laid down in the relevant section of BCAR's and Airworthiness Notices.
In all cases the verifying document must bear the signature of an appropriately authorised
person.
BONDED STORE
All organisations concerned with the manufacture, maintenance, repair and overhaul of civil
aircraft must maintain a BONDED STORE.
This store will contain ONLY those parts intended for aeronautical use and which have been
found to conform to all REQUIREMENTS.
Only serviceable aircraft parts and components shall be kept here.
QUARANTINE STORE
All organisations concerned with the manufacture, maintenance, repair and overhaul of civil
aircraft must maintain a QUARANTINE STORE.
On receipt, all parts must be placed in this store until it can be confirmed that they meet ALL
the standards required for transfer to the Bonded Store.
The confirmation process will involve a scrutiny of the verifying document(s) and a physical
inspection of the item to ensure its serviceability.
RELEASE CERTIFICATE NUMBER

When parts are issued from the Bonded Store, the relevant incoming Authorised Release
certificate/Airworthiness. Approval Tag SERIAL NUMBER must be quoted on all relevant
documentation, including, an entry made in the Aircraft or Engine LOG BOOK, when the parts
are eventually fitted to an aircraft. Final User Responsibility As clearly stated in the CAAM
Airworthiness Notice No. 29, the final responsibility for ensuring that parts originate from an
approved source rests on the USER.
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THE PROBLEM OF BOGUS PARTS (UNAPPROVED PARTS)

UNAPPROVED PART For the purpose of this Notice an Unapproved part is a part or material
intended for installation on a type certificated product/ aircraft, which has been neither
manufactured according to approved procedures, nor conforms to an approved type design;
or it fails to conform to declared specifications or accepted industry standards (i.e. standard
parts). MANDATORY OCCURRENCE REPORTING PROCEDURES 5.1 Users of aircraft
components and spares are reminded that suspected unapproved parts should be reported
to CAAM through the Mandatory Occurrence Reporting procedures (MOR). MOR is reflected
in MCAR Regulation 165.
AUTHORISED RELEASE CERTIFICATE—AIRWORTHINESS APPROVAL TAG (ARC-

AAT) (EASA FORM 1/ FAA 8130-3 / CAAM FORM 1)
The ARC-AAT is required to be Issued for newly manufactured or assembled parts. They are
also required to be Issued for parts which have been OVERHAULED, REPAIRED, MODIFIED or
INSPECTED The certificate must include a statement of the FLYING HOURS expended, where
the part is subject to a flying hour T. B. O. life, or a statement of CALENDAR TIME expended
where the T. B. O. life is calculated on a time basis The certificate must also state whether the
parts are Manufactured, Overhauled, Inspected, Modified or Repaired.
The ARC-AAT is required to be Issued for newly manufactured or assembled parts. They are
also required to be Issued for parts which have been OVERHAULED, REPAIRED, MODIFIED or
INSPECTED The certificate must include a statement of the FLYING HOURS expended, where
the part is subject to a flying hour T. B. O. life, or a statement of CALENDAR TIME expended
where the T. B. O. life is calculated on a time basis The certificate must also state whether the
parts are Manufactured, Overhauled, Inspected, Modified or Repaired.
Every ARC-AAT must be signed by an AUTHORISED SIGNATORY. The authorisation of this
person is subject to DCA Approval, although the person concerned will be nominated by the
Chief Inspector of the Approved Organization. The form must always be raised in duplicate,
at least, the top copy or certified true copy to be sent out with the parts, the raising
organization will keep a copy on file. The ARC-AAT must be retained for a minimum period of
5 years.
When an item is released from the Bonded Store and fitted to an aircraft, a Certificate of
Release to Service must be raised in respect of the work done.
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Sample form 8130-3 for airworthiness approval when issued at an accredited distributor
facility
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CAAM PART M SUBPART F
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10.4 AIR OPERATOR
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10.4 AIR OPERATOR

CAAM FLIGHT OPERATION DIRECTIVE
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AIR OPERATION CERTIFICATE
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OPERATING REQUIREMENTS
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LICENSING OF AIR SERVICES

If a flight involves carriage of passengers, mail and cargo for hire and reward, such flights are
deemed Under Part V of MCAR, the operator of such flights must be licensed. Under Part V of
MCAR 2016, the operator of such flights must be licensed. This includes flight instructional
activities of flying clubs.
AIR SERVICE LICENSE (ASL)

Scheduled journey between two places with at least one in Malaysia may only be operated if
the operator has an Air Service License (ASL) issued by the Ministry of Transport (MAVCOM).
It is valid for 10 years
AIR SERVICE PERMIT (ASP)

Air Service Permit can only be issued for the carriage of passengers, mail or cargo for un-
scheduled journey, including ad– hoc charters or unscheduled charters. Issued by MAVCOM
under the Ministry of Transport.
AERIAL APPLICATION CERTIFICATE (CAR 2016 REG 136, 137, 138)

An aircraft shall not be used for dropping of articles for the purposes of agriculture,
horticulture or forestry or for training for the dropping of articles for any such purposes other-
wise than under and IAW the terms of an Aerial application certificate granted to the operator
of the aircraft.
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DEFERRED MAINTENANCE (MEL)

With redundancy designed into airplanes, operation of every system or installed component
is not necessary when the remaining operative equipment provides an acceptable level of
safety.
The MEL and CDL allow operations with certain items, systems, equipment, instruments or
components Inoperative or missing and still retain an acceptable level of safety by
appropriate operating limitations, or by reference to other instruments or components
providing the required information.
The Minimum Equipment List (MEL) is a document established by the operator and approved
by National Authorities of the operator.
The Configuration Deviation List (CDL) is a document approved by the Airworthiness Authority
having certified the aircraft. The CDL is Included in the Aeroplane Flight Manual.
MEL
The MEL provides the means to release an airplane for flight with inoperative equipment .
The intent is to permit operation for a limited period until repair or replacement of the
defective equipment can be accomplished. It is important that repair be accomplished at the
earliest opportunity. The pilot in command has the final authority and may require that any
item covered by the Minimum Equipment List be repaired before flight.
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OPERATOR MEL
Operator's MEL is developed on the base of manufacturer’s Master MEL (MMEL) and
customised by the operator as a function of its own operational policies and national
operational requirements. MMELs are not intended for operating use. Rather they act as the
source document from which an individual operator's MEL is developed. An individual
operator's MEL when appropriately authorized permits operation with inoperative
equipment for those aircraft listed in his Operations Specifications.
MEL REPAIR INTERVAL

The MEL is not intended to provide for continued operation of an aircraft for an unlimited
period of time. Repairs should be made as soon as possible within the time limit imposed by
Rectification Intervals.
Category A - Items must be repaired within the interval stated in the operator's approved
MEL.
Category B - Items must be repaired within 3 consecutive calendar days, excluding the day
the malfunction was recorded in the logbook.
Category C - Items must be repaired within 10 consecutive calendar days, excluding the day
Category D - Items which are in excess of regulatory requirements. They are not required by
the MMEL. These must be repaired within 120 consecutive calendar days, excluding the day
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MEL REPAIR EXTENSION

Dispatch of the aircraft is not allowed after expiry of the Rectification Interval specified in the
MEL unless the Rectification Interval is extended. A one time extension of the applicable
Rectification Interval B, C, or D, may be permitted for the same duration as that specified in
the MEL provided: A description of specific duties and responsibilities for controlling
extensions is established by the operator, and The Authority is notified within 10 days of any
extension authorized.
APPROVAL OF OPERATOR MEL

When reviewing the proposed MEL, the Airworthiness Authority will check for the following:
a) Nothing is contained in the MEL that is less restrictive than the MMEL.
b) Nothing contradicts the Approved Airplane Flight Manual
c) Nothing violates any limitations and conditions stipulated by ADs issued against the
aircraft
d) Operations and Maintenance procedures required by the MMEL are adequate
e) A defined management control process for administration of the MEL
DEFERRAL PROCEDURES
Once it has been determined that an item is deferrable, a decision is made to defer or fix it.
This normally involves, at the minimum, station maintenance personnel and the pilot in
command. (O) in the remarks column refers for pilot or crew action and (M) for maintenance
personnel action.
In many instances flight dispatch, maintenance engineering, and a central maintenance
control or quality control organization will be a party to the decision.
CONFIGURATION DEVIATION LIST (CDL)

During the course of operation, certain secondary airframe or engine parts may be missing
from the aircraft. Normally these will be access doors, fairings and non-structural parts.
Absence of these parts do not adversely affect the basic aircraft handling and performance
and are not considered as airworthiness items. Configuration Deviation List (CDL) is a means
of releasing the aircraft with items missing from aircraft standard design configuration.
Determination of items is done during type certification itself i.e. they have been flight tested
during certification. The CDL is a part of the Approved Flight Manual.
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HANDLING CDL ITEMS

a) Rectification Interval does not exist for the CDL items but not allowed to be left
unrepaired for an unlimited period of time. Decision for repair is under the operator
responsibility. Every effort should be made to maintain 100 % serviceability with
rectification being initiated at the first practical opportunity.
b) An aircraft must not be dispatched with multiple MEL/CDL items inoperative without
the Commander having first determined that any interface or interrelation-ship
between inoperative systems or components will not result in a degradation in the
level of safety and/or undue increase in crew workload .In case of defect, engineering
personnel will certify in the Technical Log, adjacent to the appropriate defect, The MEL
/ CDL subject title, system and item number together with any operational limitations.
c) When applicable,
1. operational flight plan,
2. takeoff and landing performance and
3. fuel requirement penalties must be taken into account due to inoperative
equipment or component.
d) When a CDL item is rectified, engineering personnel should enter in the Technical Log
identifying the item and details of the rectification, including a statement that a
statement that the CDL item has been removed.
MAINTENANCE
Maintenance is defined as the performance of tasks required to ensure the continuing air-
worthiness of an aircraft, including any one, or a combination of: overhaul, Inspection,
replacement, defect rectification, The embodiment of a modification or repair. In the
Certificate of Airworthiness, the statement…” is considered to be airworthy if maintained and
operated in accordance with… “Implies that maintenance is the other important part of
Airworthiness.
AIMS OF MAINTENANCE
a) Ensure safety and reliability of aircraft
b) Restore safety and reliability that was lost by deterioration
c) Obtain sufficient necessary to improve items with inadequate target reliability
d) Accomplish these goals at minimum costs including maintenance and costs of
resulting failure
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DOCUMENTS TO BE CARRIED ON BOARD

CAR 2016 REG 161
a) The pilot in command of shall not fly an aircraft unless the aircraft carries the
documents that are required to be carried under the law of the state of registry.
b) The pilot in command of a Malaysian aircraft shall ensure that the aircraft, when in
flight, carries the documents as may determine by the CEO.
c) E.g. C of A, C of R, Radio Licence, Crew Licence, Journey Log, Mel, Bmr etc.
CAT.GEN.MPA.180 DOCUMENTS, MANUALS AND INFORMATION TO BE CARRIED

The following documents, manuals and information shall be carried on each flight, as originals
or copies unless otherwise specified :
a) the aircraft flight manual (AFM), or equivalent document(s);
b) the original certificate of registration;
c) the original certificate of airworthiness (CofA);
d) the noise certificate, including an English translation, where one has been provided by
the authority responsible for issuing the noise certificate;
e) a certified true copy of the air operator certificate (AOC), including an English
translation when the AOC has been issued in another language;
f) the operations specifications relevant to the aircraft type, issued with the AOC,
including an English translation when the operations specifications have been issued
in another language;
g) the original aircraft radio licence, if applicable;
h) the third party liability insurance certificate(s);
i) the journey log, or equivalent, for the aircraft;
j) the aircraft technical log;
k) details of the filed ATS flight plan, if applicable;
l) current and suitable aeronautical charts for the route of the proposed flight and all
routes along which it is reasonable to expect that the flight may be diverted;
m) procedures and visual signals information for use by intercepting and intercepted
aircraft;
n) information concerning search and rescue services for the area of the intended flight,
which shall be easily accessible in the flight crew compartment;
o) the current parts of the operations manual that are relevant to the duties of the crew
members, which shall be easily accessible to the crew members;
p) the MEL
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AIRCRAFT PLACARDING (MARKINGS)

CAR 2016 REG 95 & 96
a) Exit and Break-In Markings
b) Malaysian aircraft flying for the purpose of public transport and carrying passengers
must ensure all exits and internal doors are in working order.
c) During takeoff and landing and during any emergency, all exits and doors must be free
of obstruction and not be locked to prevent, hinder or delay its use by passengers.
d) Every exit from the aircraft shall be marked with instructions in the national language
and English language and with diagrams, to indicate the correct method of opening
the exit.
e) Markings and Locations
f) The markings of the exit shall be placed on or near the inside surface of the door or
other closure of the exit if it can be opened from the outside of the aircraft, on or near
the exterior surface.
g) Every exit from the aircraft, which is intended to be used by passengers in normal
circumstances, shall be marked with the words "Keluar" and "Exit" in capital letters
h) Every exit, to be used by passengers in an emergency only, shall be marked with the
words "Pintu Kecemasan “and "Emergency Exit" in capital letters.
BREAK-IN AREAS
Large aircraft with MTWA above 3,600 kilograms, shall be marked upon the exterior surface
of its fuselage to show the areas ("break-in areas") which during rescue in an emergency, be
most readily broken into from outside the aircraft.
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BREAK-IN AREAS (CAR 2016 REG 96)

a) Break-In Areas ( CAR 2016 Reg 96)
b) The words "Pecahkan Ketika Kecemasan" and "Cut Here in Emergency" shall be
marked across the center of each break-in area in capital letters.
c) Emergency Exit Exterior Markings
d) Aircraft with the authorized maximum total weight exceeds 5,700 kg, every exit from
such an aircraft intended to be used by passengers in an emergency shall be marked
upon the exterior of the aircraft by a band outlining the exit.
e) Inoperative Exits (CAR 2016 REG 95 item 4)
f) If any of the exits are inoperative, the number of passengers may be reduced with
regards to the seats closest to the inoperative exits.
g) The seating position and the number of seats affected is as agreed by the DCA.
ACCIDENTS AND INCIDENTS

AIRCRAFT ACCIDENTS (CAR 2016 REG 183 ) (CAD 19 )
International Civil Aviation Organization (ICAO) definition of an ACCIDENT
(Annex 13 - Aircraft Accident Investigation) :
a) An occurrence associated with the operation of an aircraft which takes place between
the time the person boards the aircraft with the intention of flight until such time as
all such persons have disembarked, in which :
1. person is fatally or seriously injured as result of :
• being in the aircraft
• direct contact with any part of the aircraft, including parts which have become
de-tached from the aircraft, or
• direct exposure to jet blast.
Except when the injuries are from natural causes, self-inflicted or inflicted by
other persons, or when the injuries are to stowaways hiding outside the areas
normally available to the passenger and crew,
b) the aircraft sustains damage or structural failure which :
1. adversely affects the structural strength, performance or flight characteristics of
the aircraft and,
2. would normally require major repair or replacement of the affected component
Except for engine failure or damage, when the damage is limited to the engine, its
cowling or accessories; or for damage limited to propellers, wing tips, antennas,
tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or
c) the aircraft is missing or is completely in accessible
NOTE 1 : A fatal injury is an injury in death within thirty days of the accident.
NOTE 2 : A serious injury is one which :
• requires hospitalization for more than 48 hours, commencing within seven days from
the date the injury received; or seven days from the date the injury received; or result
in fracture of any bone (except simple fractures of fingers, toes or nose); or involves
lacerations which cause severe hemorrhage, nerve, muscle or tendon damage, or
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involves injury to any internal organ; or involves second or third degrees burns, or any
burns effecting more than 5 percent of any body surface.
Aircraft Accident /Incident - (AAIB) - AIRCRAFT ACCIDENT INVESTIGATION BUREAU MALAYSIA
Minister Of Transport Directives - Power conferred by CAR 2016 REG 186 - CONDUCT OF
INVESTIGATION
Aircraft Incidents CAR 2016 REG 183 (10.4)
INTERNATIONAL OF CIVIL AVIATION ORGANIZATION (ICAO) DEFINITION OF AN

INCIDENT. ANNEX 13
a) An occurrence, other than an accident, associated with the operation of an aircraft,
which affects or could affect the safety of operation.
b) Events as incidents :
1. Flight control system malfunction or failure.
2. Inability of any required crewmember to perform normal flight duties as a result
of illness or injury.
3. Failure of structural components of a turbine engine excluding compressor and
turbine blades and vanes.
4. In-flight fire.
5. Mid-air collision (not otherwise classified as accident)
6. For large, multi-engine aircraft :
7. In-flight failure of electrical system requiring sustained use of an emergency bus
to retain flight controls or essential instruments.
8. In-flight failure of hydraulic systems that result in sustained reliance on the sole
remaining hydraulic or mechanical system, for movement of the flight control
surfaces.
9. Sustained loss of power or thrust produced by two or more engines.
10. Evacuation of an aircraft using emergency egress systems.
11. Sustained loss of power or thrust produced by two or more engines.
12. Evacuation of an aircraft using emergency egress systems.
13. All in-flight fire.
14. Massive fuel leakage.
15. Loss of thrust sufficient to prevent maintaining level flight at a safe altitude.
16. Emergency of precautionary landing of a single engine aircraft or helicopter with
imminent or rotor system failure confirmed after landing.
17. Unselected propeller or thrust reversal.
18. Engine flameout, failure or emergency shutdown (any two engine on aircraft with
three or more engines).
19. Flight control malfunction.
20. Spillage or leakage of radioactive, toxic, corrosive, or flammable material from
aircraft stores or cargo.
21. Loss of pitot-static instruments or all gyro-stabilized attitude indications.
22. Departure from runaway or helipad.
23. Physiological mishaps such as hypoxia, decompression sickness, loss of
consciousness,
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10.5 CERTIFICATION OF
AIRCRAFT, PARTS AND
APPLIANCES
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10.5 CERTIFICATION OF AIRCRAFT, PARTS AND APPLIANCES

GENERAL
AIRCRAFT DESIGN REQUIREMENT
a) The Airworthiness Authority must approve an aircraft design before it can be legally
produced and flown. It must follow the Approved Design Standards imposed by the
Airworthiness Authority.
b) All countries in the world generally follow airworthiness standards as per ICAO Annex
8. However the country to which the certified aircraft is to be exported may impose
its own additional design requirements before it can be certified in the importing
country
AIRCRAFT DESIGN STANDARDS

The aircraft design is such that no single failure of structures, components, or systems may
imperil the airplane or its occupants. Single failures of any component or system during any
one flight are assumed. These single failures should not prevent continued safe flight and
landing, or significantly reduce the capability of the airplane to cope with the failure. Later
failures during the same flight are assumed , unless their joint probability with the first failure
is shown to be extremely improbable.
FAIL SAFE PHILOSOPHY

Fail-safe design uses a combination of design methods.
a) Design integrity and quality, including life-limits, to ensure intended function and
prevent failures.
b) Redundancy, fault tolerance, or backup systems to enable continued function after
any single failure, for example, two or more engines, hydraulic systems, flight control
systems.
c) Isolation of systems and components, so that the failure of one does not cause the
failure of another. Isolation is also termed independence.
d) Proven reliability so that multiple, independent failures are unlikely to occur during
the same flight.
e) Designed failure paths that control and direct the effects of a failure in a way that
limits its safety impact.
f) Margin of safety that allowed for any unforeseeable condition
Error tolerance that considers the adverse effects of foreseeable errors during the aircraft’s
design, test, manufacturer, operation and maintenance.
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FAIL-SAFE DESIGN
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ERROR TOLERANCE
GENERAL UNDERSTANDING OF PART 21

a) CAD 8101 - General Provisions (CAAM PART 21 SUB PART A)
b) CAD- 8102 - Type Certificate And Restricted Type Certificate (CAAM PART 21 SUB PART
B)
c) CAD 8104 - Design Modifications (CAAM PART 21 SUB PART D)
d) CAD 8105 - STC (CAAM PART 21 SUB PART E)
e) CAD 8106 - Design Repairs (CAAM PART 21 SUB PART M)
f) CAD 8201 - Production Organisation Approval (CAAM PART 21 SUB PART G)
g) CAD 8204 - Parts And Appliances (CAAM PART 21 SUB PART K)
h) CAD 8205 - TSO Authorisation
i) CAD 8206 - Identification Of Products , Parts And Appliances (CAAM PART 21 SUB PART
Q)
j) CAD 8305 - Permit To Fly
k) CAD 8401 - DOA - (CAAM PART 21 SUB PART J)
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CAD8102 – 1ST MAY 2021
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CAD8102 – 1ST MAY 2021
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FOREIGN AIRWORTHINESS AUTHORITIES & CODES

a) Civil Aviation Authority Of United Kingdom (CAA)
b) Federal Aviation Administration (FAA) Of The United States
c) This agency issues and enforces rules, regulations and minimum standards relating to
aeronautical activities in the United States.
d) Its global influence is due to the massive presence of US aviation activities worldwide
including its aviation products, which are used globally.
e) Adoption of Airworthiness codes from contracting state under CAR REG 25.
f) European Aviation Safety Agency (EASA) Of The European Union
g) EASA is an agency of the European Union (EU) with offices in Cologne, Germany,
created on 15 July 2002. Took over functions of the JAA (Joint Aviation Authorities) in
2008.
h) EASA has legal regulatory authority for civilian aviation safety within the European
Union (EU) through the enactment of its regulations through the European
Commission, Council of the European Union and European Parliament.
CERTIFICATION SPECIFICATIONS
a) Certification Specifications (CS) is a document specifying aerodynamics, engineering
design, construction and performance requirements which must be met before an
aircraft can be legally produced.
b) AIRWORTHINESS CODES (EASA)
1. CS-23 Small Aeroplanes
2. CS-25 Large Aeroplanes
3. CS-27 Small Rotorcraft
4. CS-29 Large Rotorcraft
5. CS-E Engines
6. CS-P Propellers, FAR 21 - Certification procedures for Aircraft, Products and Parts
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FEDERAL AVIATION REGULATIONS (FAR)

These are airworthiness codes of US issued by the FAA. DCA does not follow them directly,
but the quantity of US aviation products and parts in the market give them an important
influence. It governs the conduct of maintenance and flight operation
LIST OF FARS
a) FAR 23 - Normal, Aerobatic and Commuter Airplane
b) FAR 25 - Transport Category Airplane
c) FAR 27 - Small Rotorcraft
d) FAR 29 - Transport category Rotorcraft
e) FAR 33 - Aircraft Engines
f) FAR 36 - Aircraft Noise
CERTIFICATION OF AIRCRAFT PARTS ( CAD 8205 ) TSO AUTHORISATION

a) Many aircraft parts are capable of being used on more than one aircraft.
b) It is impractical and costly to require that a brake, for instance, be certified every time
it is installed on a new airplane.
c) The Technical Standard Order system is a means to reduce the bureaucracy and costs
incurred
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The Technical Standard Order (TSO) system provides the means for certifying a common
device only once.
a) It treats the common device as unique entities isolating them from the type design.
b) When a TSO-qualified device is included in the type design, only substantiation of the
installation is required during Type Certification.
c) The appliance itself is already certified.
ACCEPTED INDUSTRY STANDARDS

a) Technical Standard Orders (TSOs) are developed, controlled, and published by
EASA/FAA.
b) The standards used for TSO certification of devices are normally defined by accepted
industry standards established by such technical organizations as the:
c) Radio Technical Commission for Aeronautics (RTCA), Society of Automotive Engineers
(SAE). Qualification of a device under a TSO is similar to Type but on a much smaller
scale. Substantiation data that demonstrate conformity and production capability are
submitted to EASA/FAA for review and approval.
FAA - PMA PARTS

a) CAAM will accept installation of FAA-PMA parts or components on aircraft with
Malaysian Certificate of Airworthiness subject to the following requirements :
1. When new parts are received from a manufacturing source located in the USA and
appropriately approved by the FAA.
2. only acceptable when intended for fitment to an aircraft, engine or propeller
where the FAA is the Primary National Aviation Authority responsible for type
design.
3. The distributing agent for the PMA holder must have in its possession, a copy of
the FAA-PMA Letter indicating the initial production approval.
b) The PMA parts may not necessarily have the original type certificate holder’s
endorsement. The PMA parts may be used as alternative aircraft parts. PMA parts for
Malaysian Aircraft. Air-worthiness Notice No 73 governs the use of PMA parts for
Malaysian aircraft. It is restricted only to FAA certificated aircraft. Only PMA parts with
export airworthiness approval may be used. Acceptability of PMA parts (ARC-AAT FAA
Form 8130-3)
c) Parts Manufacturing Approval (FAA-PMA)
d) The FAA may permit certain organisations the approval to reverse engineer and
manufacture some certified aircraft parts.
e) A fabrication inspection system is required.
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CERTIFICATE OF AIRWORTHINESS (C of A) MCAR 2016 REG 26, 27 (CAD 8301)

No aircraft person shall fly unless;
a) There is in force in respect thereof a Certificate of Airworthiness (C of A) duly issued
or ren-dered valid under the law of the State in which the aircraft is registered; and
b) Any conditions subject to which the C of A was issued or rendered valid are complied
with.
The Certificate of Airworthiness shall be valid for a period as specified in the certificate. The
operator’s name and address must be stated in the certificate.
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CAD 8301 – 1ST MAY 2021
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ISSUE OF C OF A FOR EXPORT (CAD 8304) CAR 2016 REG 28
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DOCUMENTS
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DUPLICATE INSPECTION (CAD 8601 ) (CAGM 8601—9.4—9.5 )

a) An inspection first made and certified by one qualified person and subsequently re-
inspectedand certified by a second qualified person.
b) A duplicate inspection of all Vital Points / Control Systems in an aircraft shall be made
afterinitial assembly and before a Certificate of Release to Service has been issued.Vital
Point
VITAL POINT
a) Any point on an aircraft at which single mal-assembly could lead to
catastrophe, i.e. result inloss of aircraft and/or in fatalities.
b) The vital points shall be identified and listed in the maintenance documents.
CONTROL SYSTEM
A system by which the flight path, attitude or propulsive force of an aircraft is
changed, including the flight, engine and propeller controls, the related system
controls and associatedoperating mechanism.
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DUPLICATE INSPECTION (CAD 8601 ) (CAGM 8601—9.4—9.5 ) INDEPENDENT

INSPECTION
INDEPENDENT INSPECTION IS ONE POSSIBLE ERROR-CAPTURING METHOD.
WHAT IS AN INDEPENDENT INSPECTION?
An independent inspection is an inspection performed by an ‘independent qualified person’
of a task carried out by an ‘authorised person’, taking into accountthat:
a) The ‘authorised person’ is the person who performs the task or supervises the task and
they assume the full responsibility for the completion of the task in accordance with
the applicable maintenance data;
b) The ‘independent qualified person’ is the person who performs the independent
inspection and attests the satisfactory completion of the task and that no deficiencies
have been found. The ‘independent qualified person’ does not issue a maintenance
release, therefore they are not required to hold certification privileges;
c) The ‘authorised person’ issues the maintenance or signs off the completion ofthe task
after the independent inspection has been carried out satisfactorily;
d) The work card system used by the organisation should record the identification of
both persons and the details of the independent inspection as necessary before the
certificate of release to service or sign-off for the completion of thetask is issued.
QUALIFICATIONS OF PERSONS PERFORMING INDEPENDENT INSPECTIONS

The organisation should have procedures to demonstrate that the ‘independent qualified
person’ has been trained and has gained experience in the specific inspection to be
performed. The organisation could consider making use of, for example:
a) Staff holding a certifying staff or equivalent necessary to release or sign offthe critical
maintenance task;
b) Staff holding a certifying staff or equivalent necessary to release or sign offsimilar task
in a product of similar category and having received specific practical training in the
task to be inspected; or
c) A commander holding a limited certification authorisation in accordance with
paragraph 5.2(j)(4) of cad 8601 and having received adequate practical training and
having enough experience in the specific task to be inspected and onhow to perform
independent inspection.
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HOW TO PERFORM AN INDEPENDENT INSPECTION

An independent inspection should ensure correct assembly, locking and sense ofoperation.
When inspecting control systems that have undergone maintenance, the independent
qualified person should consider the following points independently:
a) All those parts of the system that have actually been disconnected or disturbed should
be inspected for correct assembly and locking;
b) The system as a whole should be inspected for full and free movement over
c) The complete range;
d) Cables should be tensioned correctly with adequate clearance at secondarystops;
e) The operation of the control system as a whole should be observed to ensurethat the
controls are operating in the correct sense;
f) If different control systems are interconnected so that they affect each other, all the
interactions should be checked through the full range of the applicable controls; and
g) Software that is part of the critical maintenance task should be checked, for
Example: version, compatibility with aircraft configuration.
WHAT TO DO IN UNFORESEEN CASES WHEN ONLY ONE PERSON IS AVAILABLE

REINSPECTION:
a) Reinspection is an error-capturing method subject to the same conditions as an
independent inspection is, except that the ‘authorised person’ performing the
maintenance task is also acting as ‘independent qualified person’ and performs the
inspection.
b) Reinspection, as an error-capturing method, should only be performed in unforeseen
circumstances when only one person is available to carry out the task and perform
the independent inspection. The circumstances cannot be considered unforeseen if
the person or organisation has not assigned a suitable ‘independent qualified
person’ to that particular line station or shift.
c) The certificate of release to service is issued after the task has been performed by the
‘authorised person’ and the reinspection has been carried out satisfactorily. The work
card system used by the organisation should record theidentification and the details of
the reinspection before the certificate of release to service for the task is issued.
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CAD 8601 5.8(C) – MULTIPLE ERRORS THE PROCEDURES SHOULD BE AIMED AT:
a) Minimising multiple errors and preventing omissions. Therefore, the procedures
should specify:
1. That every maintenance task is signed off only after completion;
2. How the grouping of tasks for the purpose of sign-off allows critical steps to be
clearly identified; and
3. That work performed by personnel under supervision (i.e. temporary staff, trainees)
is checked and signed off by an authorised person;
b) Minimising the possibility of an error being repeated in identical tasks and, therefore,
compromising more than one system or function. Thus, the procedures should ensure
that no person is required to perform a maintenance task involving removal/
installation or assembly/disassembly of several componentsof the same type fitted to
more than one system, a failure of which could have an impact on safety, on the same
aircraft or component during a particular maintenance check. However, in unforeseen
circumstances when only one person is available, the organisation may make use of
reinspection as described in paragraph 9.4.5 of this CAGM
CAD 8601 5.8(C) – MINIMISING RISK OF MULTIPLE ERRORS REPETITION

To minimise the risk of multiple errors or errors being repeated, the organisation may
implement:
a) Procedures to plan the performance by different persons of the same taskin different
systems;
b) Duplicate inspection or re-inspection procedures
DUPLICATE INSPECTION (AN 51 ) DUPLICATE INSPECTION SIGNATORIES

PERSONS QUALIFIED TO MAKE THE FIRST AND/OR SECOND PART OF A DUPLICATEINSPECTION
ARE AS FOLLOWS:
a) For Approved Manufacturing Organizations, persons qualified and authorized to
performsuch inspections in accordance with the company procedures.
b) For Approved Maintenance Organizations who release Control System units and components,
both inspection and the subsequent Certificate of Release to Service must be issued bypersons
authorized by the organization. CRS to be issued after the duplicate inspection.
SIGNATORIES
Should a minor adjustment of the Vital Point / Control System be necessary when the aircraft
is away from base, the second part of the duplicate inspection may be completed by a pilot
orflight engineer licensed for the type of aircraft concerned.
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CERTIFICATE OF REGISTRATION ( CAR 2016 REG 4, 5 6,7,8,9) CAD 7101

AIRCRAFT REGISTRATION
These Directives are the Civil Aviation Directives 7101 – Aircraft Registration (CAD 7101),The
following persons shall be subject to this CAD 7101 – Aircraft Registration:
a) the owner of an aircraft; or
b) the lessee of an aircraft
CAR 2016 REG 4

An aircraft shall not fly in or over Malaysia unless it bears a common mark or is registered in;
a) Malaysia; or
b) Contracting State; or
c) any other State in relation to which there is in force an agreement between the Government
of Malaysia and the government of that State.
A glider may fly unregistered, and shall be deemed to be registered in Malaysia on any flight,which
begins and ends in Malaysia without passing over any other State; and is not for the purpose of public
transport or aerial work .
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Any aircraft may fly unregistered on any flight which;

a) begins and ends in Malaysia without passing over any other State; and
b) is in accordance with a permit to fly as per MCAR 2016 (Reg 4, 2b) (MCAR REG 29)
CERTIFICATE OF REGISTRATION
a) The Aircraft Register shall-include the following particulars in relation to each aircraft:
b) The number of the certificate
c) The nationality mark of the aircraft and the registration mark assigned to it
d) The name of the constructor of the aircraft and its designation
e) The serial number of the aircraft
f) The name and address of the owner of the aircraft
g) Any other particulars as the Director General shall think fit.
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CERTIFICATE OF REGISTRATION ( CAR 2016 REG 4, 5 6,7,8,9) CAD 7101

CIVIL AND STATE AIRCRAFT
This Convention is only applicable to the CIVIL AIRCRAFT and NOT STATE AIRCRAFT. Aircraft
used in Military, Customs and Police are classified as STATE AIRCRAFT.
STATE AIRCRAFT of a Contracting State to the Chicago Convention cannot fly over the
territory of another state unless authorized by special agreement.
CIVIL AIRCRAFT are those registered with the Civil Aviation Authority and operated
under the law of the country operated under the civil aviation regulations, which in
this case the Department of Civil Aviation, Malaysia becomes the State of Registry
responsible for the safety and continuing airworthiness of the aircraft.
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CERTIFICATE OF REGISTRATION
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REGISTRATION OF AIRCRAFT
a) The CAAM shall be the authority for the registration of an aircraft in Malaysia.
b) The following persons shall be qualified to be the owner of a Malaysian aircraft;
1. the Government of Malaysia
2. a citizen of Malaysia
3. a body incorporated and having its principal place of business in Malaysia.
VALIDITY OF THE C OF R
a) The C of R Issued under this part shall be valid for a period Not exceeding 3 years from
date of issue
b) An application to renew a C Of R shall be made to the AUTHORITY IAW CAR 2016 Reg
189Within 30 days before the date of expiry of the C Of R .
REGISTRATION MARKING OF MALAYSIAN AIRCRAFT

a) All aircraft shall carry on them the required registration mark.
b) For aircraft registered in Malaysia, the nationality will be 9M followed by a hyphen and
then three or more capital letters.
c) These marks shall be of a size and type and its position required by the regulation of
thecountry.
d) In addition to these marks, a fireproof metal plate bearing the name and address of the
registered owner and the registration mark of the aircraft.
e) For aircraft with wing, the marks shall appear once on the lower surface of the wing
structure . They shall be located on the left half of the lower surface of the wing
structure.
MALAYSIA FLAG
The Holder of the Certificate of Registration shall ensure that the aircraft associated with that
Certificate of Registration display the Malaysian Flag and the wording 'MALAYSIA' on both
sides of aircraft fuselage, preferably towards the front or nose ofthe aircraft on both sides
of aircraft fuselage, preferably towards the front or nose of theaircraft.
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NOISE CERTIFICATE CAR 2016 REG 44, CAD 1601

CAR 2016 REG 44
No operator shall cause or permit to fly a malaysian aircraft for internationalnavigation unless
the operator holds a noise certificate issued by caam
a) ICAO Annex 16 Vol. 1 – Environment Protection – Aircraft Noise. AN 9101
b) This is an additional certification in addition to standard type certificate.
c) It applies to FAR-25 jet-powered or otherwise subsonic transport aircraft.
d) Small commuter propeller driven aircraft are exempted from these standards.
e) Aircraft noise measurement is in EPNdB
f) EPN – Effective Perceived Noise
g) Type of measurement for classification.
h) Takeoff noise
i) Approach noise
j) Flyover noise (Sideline)
k) Classification is also based on the number of engines.
Noise Categories
Aircraft Noise Level Classification:

a) Stage 1
b) Stage 2
c) Stage 3
d) Stage 4
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CAAM CAD 1601 – Statement Attesting Noise Certification.

a) SANC is issued by the DCA Airworthiness Division declaring regulatory compliance
with thestandards and recommended practices prescribed in ICAO Annex 16 Vol. 1 –
Aircraft Noise Certification.
b) Noise certification level must ac hieve Stage 4 Noise Level from previously accepted
Stage 3Noise Level All Malaysia registered aircraft conducting international air
navigation shall carry onboard the aircraft the Statement Attesting Noise
Certification (SANC)
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10.6 CONTINUING
AIRWORTHINESS
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WEIGHT AND BALANCE SCHEDULE MCAR 2016 REG 43

An applicant for a c of a or permit to fly of an aircraft shall subject the aircraft to weighed and
the position of its centre of gravity to be determined at such time and in the manner as the
director general may require for the aircraft .
BASIC WEIGHT
Basic Weight is the weight of the aircraft and all its basic equipment, plus the
declaredquantity of unusable fuel and unusable oil.
For turbine-engined aircraft less than 5700 kg Maximum Total Weight Authorized, it
may alsoinclude the weight of usable oil.
BASIC EQUIPMENT
Basic Equipment is the inconsumable fluids, and the equipment, which is common to
all roles for which the Operator intends to use the aircraft.
VARIABLE LOAD
Variable Load is the weight of the crew, of items such as the crew’s baggage,
removable units, and other equipment, the carriage of which depends upon the role
for which the Operator intends to use the aircraft for the particular flight.
DISPOSABLE LOAD
Disposable Load is the weight of all persons and items of load, including fuel and
other consumable fluids, carried in the aircraft, other than the Basic Equipment and
Variable Load.
Total loaded weight = Basic Weight + Variable Load + Disposable Load, which are
to becarried for the particular role for which the aircraft is to be used.
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WEIGHING REPORT
LOAD SHEETS
Load sheet required by regulation ( CAR 2016 Reg 85d ) and ( CAR reg 162 e ) shall
contain thefollowing particulars:
a) The registration markings of the aircraft to which the load sheet relates,
particulars of the flight ,the total weight of the aircraft as loaded for the flight.
The weight of the several items from which the total weight of the aircraft as
so loaded has been calculated including in particular the weight of the aircraft
prepared for service and respective totalweights of passengers , crew baggage
and cargo intended to be carried on the flight and the manner the load is
distributed and resulting position of the centre of gravity of the aircraft which
may be given approximately if and to the extent that the relevant C OF A
permits .
b) The load sheet shall be signed by the commander of the aircraft prior to
departure and have validity of one flight only . The operator shall retain the
load sheet for 6 months.
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10.6 CAMO—CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION

CAD 6802 CAAM PART M SUBPART G
WHAT IS PART M ACTUALLY?
Part M is the complete set of everything to ensure airworthiness is maintained . “Continuing
Airworthiness “ means achieving the timely completion of all of the processes required to
ensure that at any time in its operating life , the aircraft complies with the airworthiness
requirements in force and is in a condition for safe operation.
WHY WAS PART M IMPLEMENTED ?

Part -145 only covered the requirements for the approval of a maintenance organisation and
how this organisation performs the maintenance they have been ordered by the owner / oper-
ator/CAMO However , Part -145 did not cover how the airworthiness status of the aircraft is
determined , controlled and maintained , how maintenance is planned and ordered and who
isresponsible for what ?
WHAT IS INCLUDED IN PART M?

How the airworthiness status of the aircraft is determined , controlled and maintained , how
maintenance is planned, ordered and who is responsible for what. Maintenance standards to
be met . Introduction of a NEW Part 145 (also known as Sub Part F) (AMO)/Requirements for
maintenance organisation Not involved in the maintenance of aircraft for AOC holders ,Flying
Schools ,Aerial work and Large Aircraft (LMO) Requirements for the renewal of the validity of
the Certificate of Airworthiness (Airworthiness Review)
PART M – SECTION A
a) Subpart A General
b) Subpart B Accountability
c) Subpart C Continuing Airworthiness
d) Subpart D Maintenance Standards
e) Subpart E Component
f) Subpart F Maintenance organisation
g) Subpart G CAMO
h) Subpart H Maintenance Release
i) Subpart I Airworthiness Review Report
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10.7 APPLICABLE NATIONAL

AND INTERNATIONAL
REQUIREMENTS
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10.7 APPLICABLE NATIONAL AND INTERNATIONAL REQUIREMENTS
MAINTENANCE PROGRAMME, MAINTENANCE CHECK AND INSPECTION
MAINTENANCE
Maintenance is defined as the performance of tasks required to ensure the continuing
airworthiness of an aircraft, including any one, or a combination of:
a) overhaul,
b) inspection,
c) replacement,
d) defect rectification
the embodiment of a modification or repair. In the Certificate of Airworthiness, the

statement“… is considered to be airworthy if maintained and operated in accordance with… “
implies that maintenance is the other important part of Airworthiness.
AIMS OF MAINTENANCE
The objectives of scheduled maintenance are to:
a) Ensure safety and reliability of aircraft

b) Restore safety and reliability that was lost by deterioration
c) Obtain sufficient necessary to improve items with inadequate target reliability
d) Accomplish these goals at minimum costs including maintenance and costs of resulting
failure
REASON FOR MAINTENANCE

An aircraft is delivered to the airlines along with the Approved Maintenance Schedule.
Deterioration of the aircraft due to use and time factor cannot be avoided. If it is allowed to
remain unchecked, will lead to non-conformity of its Type Certificate conditions. Or it may
even lead to hazardous as well as a catastrophic event.
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MAINTENANCE PROCESSES
a) Maintenance programmes and processes control the maintenance activities of the
airline andits fleet of aircraft.
b) There are three primary maintenance processes:
1. Hard Time,
2. On-Condition and
3. Condition Monitoring.
c) Hard Time and On-Condition both involve actions directly concerned with preventing
failure,
d) This is a life-based concept. It assumes that reliability decreases with increased
operating age.
e) This is a preventative process in which known deterioration of an Item is limited to an
acceptable level by the maintenance actions, which are carried out at periods related
to time in service.
f) Calendar Time/Number of Cycles Hard time applies a fixed time and/or cycles (e.g.
calendar time, number of cycles, number of landings) that an item is permitted to
operate. Upon reaching the limit it must be overhauled or replaced (discarded). Items
selected for hard time should be limited
1. Simple items subject to only one failure mode
2. Components or assemblies which have definite life limits (for example, metal
fatigue) or whose failure could have a direct adverse effect upon safety if they
malfunctioned in flight.
MAINTENANCE ACTIONS
a) The actions normally include Servicing and such other actions as Overhaul, Partial
Overhaul,replacement in accordance with instructions in the relevant manuals
b) The Item concerned (e.g. system, component, portion of structure) is either replaced
or restored to a condition that can be released for service for a further specified period.
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ON CONDITION
a) This is a preventative process in which the Item is inspected or tested at specified
periods in order to determine whether it can continue in service. The fundamental
purpose of
b) On-Condition is to remove an Item before its failure in service. It is not a philosophy of
'fit untilfailure' or 'fit and forget”. On condition adopts repetitive inspections or tests
that detect potential failures. These tests call for the removal or repair of individual
components "on the condition" that they do not meet a defined standard of
performance
c) Determining Serviceability Determination of continued airworthiness may be made
by:
1. visual inspection
2. measurements,
3. tests,
d) other means without a teardown or overhaul. The checks are performed within the
time limitations prescribed for the inspection or check. On-condition maintenance can
involve bench tests and is not restricted to on-wing inspections. The checks seek out
physical evidence of reduced resistance to the failure mode. Until that evidence is
present, units remain in service
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CONDITION MONITORING
a) This is not a preventative process.
b) Information on Items are gained from collected operational experience. It consists of
observing deterioration of a component or system as it trends toward failure. The
information is analysed and interpreted on a continuing basis. Operating parameters
of the device indicatedeterioration or wear. When the device indicates deterioration
or wear, corrective procedures are then implemented. The process applies to items
that show deterioration over time. Collecting and interpreting these data “monitors
the condition" of the device.
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BENEFITS WITH HIGH-COST ITEMS

a) Condition monitoring is best exemplified by engine condition monitoring.
b) Parameters such as altitude, mach number, inlet pressure and temperature, N1 and
N2, burn-er pressure, and EGT are collected.
c) These gas path data are normalized and plotted against time.
d) They are compared against known specific deterioration patterns.
e) These are coupled with oil sample and vibration analyses.
f) Accurate identification of incipient failures will allow economical repairs before
extensive andcostly damages take place.
g) It is most beneficial with high-cost items such as engine components.
h) ETOPS-type of operations is heavily reliant on Condition Monitoring for its continued
operation.
MAINTENANCE PROGRAMME
a) Based on the maintenance processes, the activities are grouped together as a
maintenance programme.
b) It covers the whole spectrum of aircraft operation.
c) Any maintenance that arises from scheduled maintenance is called unscheduled
maintenance.
d) The maintenance programme is developed concurrently during type certification. The
parentdocument that results is the Maintenance Planning Document (MPD)
SCHEDULE MAINTENANCE PROGRAMME (MSG-3)

The “Maintenance Steering Group” (MSG-3) process develops the initial scheduled
maintenance requirements for new aircraft and/or engines through the use of logical analysis
and decision processes. it has industry and Airworthiness Authority participation through the:
industry steering committee, working group and maintenance review board.
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SCHEDULED MAINTENANCE PROGRAMME (MSG-3)

MAINTENANCE REVIEW BOARD
a) The MRBR outlines the initial minimum maintenance requirements to be used in the
development of an approved maintenance programme for the aeroplane.
b) The MRBR becomes the basis for the first issue of an air operator’s initial maintenance
pro-gramme.
•
MAINTENANCE CHECKS
a) With the MRB Report finalised, the maintenance programme for the aircraft is
approved by the certifying Airworthiness Authority. the MRB only defines the basic
type configuration, it will not cover buyer furnished items such as customised avionics
package and in-flight entertainment systems. Another document is needed before a
complete maintenance programme can be derived.
b) The aircraft manufacturers produce the Maintenance Planning Document (MPD). It
supple- ments the MRB and is advisory. It includes buyer furnished equipment and is
customised to suitthe airline’s fleet. Some manufacturers will also include information
from Service Bulletins, Ser- vice Letters and other sources.
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MAINTENANCE PLANNING DOCUMENT

MATERIAL INSERTED INTO THE MPD
a) Included in the MPD are:
1. Maintenance labour-hours estimates for tasks
2. Facilities and tooling recommendations
3. Recommended optional maintenance tasks
b) Administrative process and planning information, including packaging methods
AIRLINE MAINTENANCE PROGRAMME

A scheduled maintenance program is constructed from. the MRB report and the materials
contained in the MPD Some airlines build their maintenance programmes around the MPD
TASK CARD
a) The smallest unit in a maintenance programme is a task. These individual tasks are
printed on individual card for action by the maintenance crew. Task cards translate
individual maintenance work into specific task instructions to be followed by certifying
staff when performing work. Certified Task Cards
b) They provide space for individual sign-off by the certifying staff.
c) They are a part of the aircraft maintenance record.
d) They provide space for individual sign-off by the certifying staff.They are a part of the
aircraft maintenance record.
ROUTINE AND NON-ROUTINE TASKS

a) Task cards are divided into two categories,
1. Routine and
2. Non-routine.
b) Routine cards are those tasks defined by the inspection program. They come from the
scheduled maintenance program.
c) Non-routine discrepancy cards document discrepancies discovered during the conduct
of a given inspection or other maintenance activity.
FLIGHT DEFECTS
a) Deficiencies discovered during flight are not recorded on non-routine cards.
b) The pilot records it in the aircraft technical logbook or the cabin crew enters them in
the cabin log.
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SCHEDULE MAINTENANCE PACKAGE

a) After all the required task cards have been generated, the maintenance programme
can nowbe packaged to suit the airline and its operation.
b) The airline’s local Airworthiness Authority must approve this package before use.
c) These packages will change during the service life of the aircraft due modifications and
service bulletins items.
d) Any change to it must also have the Airworthiness Authority approval.
e) These will result in additional maintenance tasks.
BLOCK MAINTENANCE
Scheduled maintenance tasks are grouped into work packages known as blocks. The exact
nomenclature, composition, numbers, and sequencing ofblocks varies between operators
CHECK CYCLE BLOCKS

a) A typical block is shown. Each block is a multiple of the next higher block
b) Each check covers all the work performed by the preceding check plus the taskscalled
for in the present check
c) Each succeeding check requires an increasing amount of work
MAINTENANCE CHECK
A block of maintenance work is called a check. These checks are divided into:
a) Service checks
b) Letter checks
c) Phased checks
d) Calendar checks
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SERVICE CHECKS
THESE ARE THE LOWEST LEVELS OF SCHEDULED CHECK
a) They may be called: post-flight, maintenance pre-flight, service check, overnight,
number 1,
b) They are cursory visual inspections of the aircraft to look for obvious damage and
deterioration, checking for:
c) "general condition and security" and review the aircraft log for discrepancies and
corrective action.
d) The accomplishment of the daily check requires little specific equipment, tools,
facilities, orspecial skills.
e) It is a basic validation that the airplane remains airworthy.
f) Usually this check will be accomplished every X number of days or flight hours
LETTER CHECK
a) Letter checks begin to open the airplane for more detailed inspection and test.
b) Each different letter check, A through D, is more detailed requiring more time, special
tooling,special equipment, and specialists to accomplish.
c) The C and D checks are frequently referred to as the heavy checks
d) The content of each lettered check will not necessarily be the same, each time it is per-
formed.
For example, a check item in a C check has a large interval attached to it.
e) This item therefore will be scheduled for, say, only every second, third, or fourth C
check.
For example a ‘2C Check’ equals the basic ‘C Check’ plus those defined X-hour items
accomplished every other C check.
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A CHECK
This lettered check is the next higher level of scheduled maintenance after the Service Check.
It is accomplished at a designated maintenance station in the route structure or at the main
maintenance base. The check includes: the daily check. the opening of access panels to check
and service certain items of equipment, which are scheduled at the A check interval. Some
lim-ited special tooling, servicing, and test equipment are required.
EXAMPLE OF CHECK ITEMS

Examples of a check items include:
a) General external visual inspection of aircraft structure for evidence of damage,
deformation, corrosion, missing parts
b) Crew oxygen system pressure check
c) Emergency lights operational check
d) Nose gear retract actuator lubrication
e) Parking brake accumulator pressure check
f) Proper operation of master warning and caution verification
g) various tests using onboard bite check
B CHECK
a) This is a slightly more detailed check of components/systems.
b) Special equipment and tests may be required.
c) It does not involve detailed disassembly or removal of components.
d) Contemporary maintenance programs do not use the B check interval.
e) The tasks formerly defined for this interval have been distributed between the A and
C checks.
C CHECK
a) Known as a heavy check.
b) Accomplished at the main maintenance base of the airline where specialized
personnel, ma-terials, tooling, and hangar facilities are available.
c) This is a detailed check of individual systems and components for serviceability and
function.
d) This check requires detailed inspections and checks; a thorough visual inspection of
specified areas, components, and systems; and operational or functional checks of
specified components and systems.
e) It is a high-level check that involves extensive tooling, test equipment, and special skill
levels.
f) The C check includes the lower checks, that is, the A check and the daily check.
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EXAMPLE OF C CHECK
a) Visual check of flight compartment escape ropes for condition and security .
b) Check operation of AC BPCU
c) Visual check of condition of entry door seals
d) Operational check of flap asymmetry
e) Pressure decay of APU fuel line shroud.
f) Inspection of engine inlet TAI ducting for cracks.
g) Operational check of RAT deployment and system
D CHECK
a) The D check, also known as the structural check, includes detailed visual and othernon-
destructive test inspections of the aircraft structure.
b) Involves detailed inspection of the structure for evidence of corrosion, structural
deformation, cracking, and other signs of deterioration or distress
c) Structural checks involve extensive disassembly to gain access for inspection.
d) Structural checks are worker hour and calendar time intensive.
e) D checks are missing from most MSG-3 initiated programmes.
f) These check items have been distributed among the C check packages.
EXAMPLE OF D CHECK ITEMS

a) Inspection of stabilizer attachment bolts
b) Inspection of floor beams for corrosion and structural integrity.
c) detailed inspection of wing box.
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PHASED CHECKS
a) The scheduled maintenance items for a large airplane are extensive, particularly for
the high-er checks.
b) The accomplishment of a C check or D block removes the airplane from service for an
extend-ed period and incurs a lot of downtime.
c) A solution is to divide the C and D checks into segmented blocks or "Phases."
d) This amounts to distributing, the C/D checks items among the more frequent checks.
CALENDAR CHECK
a) Some operators will repackage the items from a flight time-based system to a calendar
time-based system on the basis of average daily usage of the equipment.
b) The tasks are scheduled under a system of daily checks, weekly checks, and so on.
MAINTENANCE SCHEDULE/PROGRAMME
a) The CAMO is responsible to develop and control a maintenance program for the
aircraft man-aged including any applicable reliability programme. Present the aircraft
maintenance programme and its amendments to the DGCA for approval and provide
a copy of the approved programme to the owner ( in the case of lease to the lessee) .
b) An aircraft C of A shall not be issued or renewed unless it is maintained in accordance
withthe approved maintenance schedule / programme to which it applies.
c) A maintenance schedule / programme is a document which describes the specific
scheduled maintenance tasks and their frequency of completion, necessary for the
safe operation of theaircraft, and to ensure that the airworthiness of the aircraft will
be preserved on a continuing basis.
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COUPLING MAINTENANCE SCHEDULE

a) CAMO is required to base the maintenance schedule / programme on:
b) Maintenance Planning Document
c) Recommendation of the manufacturer
OPERATING EXPERIENCE
a) CAMO- are required to review the Continuing Airworthiness Information (Applicable
Air-worthiness Directives or Alert Service Bulletin) and consider the applicability to the
type itoperates.
b) CAMO must take into account the Human Factor Principles, when designing the
maintenanceschedule / programme.
c) When compiling the maintenance schedule / program, the aircraft operator is to take
intofactors as the areas and routes over which the various types of aircraft are to be
operated,frequency of operations and types of equipment necessary for operation.
GENERAL
Maintenance schedule of a commercial air transport normally includes :
a) Check cycle criteria. The criteria for ‘packaging’ checks (e.g. A check – 550 FH, B check–
1100 FH, C check – 4400 FH & etc..);
b) The periods at which the aircraft, engines, APU, propeller, components and all
associatedsystems shall be inspected,
c) Periods, at which these items shall be checked, cleaned, lubricated and tested;
d) Periods at which overhauls or replacement shall be made;
e) Reference to the source of the content of the schedule e.g. MRB, MPD, maintenance
manuals; and
f) Escalation policy.
MAINTENANCE SCHEDULE AMENDMENT

Maintenance schedule shall define the check cycles or maintenance periodicity. Philosophy
of hard time, on –condition and condition monitoring
The layout of a maintenance schedule must confirm with a.t.a 100 specification. M/s shall state periods
at which all items to be inspected, type and degree of inspection.
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VARIATIONS WHICH MAY BE GRANTED BY QUALITY ASSURANCE MANAGER
a) Check in the inspection cycle – 10% or 100 flying hours or less

b) Established overhaul periods for components – excluding (powerplants) 5% maximum
c) Powerplant, transmission and rotor system – 5% or 100 hours or whichever is less
d) Powerplant and gearboxes already subject to trails extensions – 50 hours
VARIATION
a) No variations granted to components subject to scrap or retirement life, failure of which

could lead to catastrophe, without prior application to CAAM
b) No variation for inspection and other matters classified as mandatory by DCA

or airworthiness authority of the country of origin, without prior application
to CAAM.
c) application to CAAM on matters 1 & 2 will only be granted in exceptional
circumstances.
d) For further variation from the permitted variation application shall bemade
in writing to CAAM.
e) Only certain person may be authorizing by qam to c/out limited inspection
Work, which only valid under the approved maintenance organisation.
APPROVAL OF MAINTENANCE SCHEDULE
• When the CAAM approves the maintenance schedule / program, he will

retain one copy andthe other returned to the operator with the APPROVAL
DOCUMENT. The document details: theconditions under which the approval is
granted, the way to certificate the maintenance, and the times at which such
certificates to be issued.
AIRWORTHINESS DIRECTIVES
a) Over the life of aeronautical products, defects affecting airworthiness are discovered.
b) These result from design conditions not foreseen in the original Product
Certification or
c) manufacturing deficiencies, structural fatigue or corrosion are examples .
d) The Airworthiness Directive (AD) system is the medium for correction for out of
conformityto the Approved Design Standards.
e) An AD establishes limitations for inspection, repair, or alteration under which the
productmay continue to be operated.
f) They are issued by the National Aviation Authority from either the
1. manufacturer’s or
2. The airline’s country.
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AD AND TYPE CERTIFICATE

a) Airworthiness Directives effectively alter the original certification of the product.
b) Thus, an AD against a Type Certificated product becomes a part of the Type Certificate.
c) The Airworthiness Directives may also be raised due to change in aviation legislations
e.g.mandating of TCAS and EGPWS.
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AIRWORTHINESS DIRECTIVES IS MADE UP OF SEVERALS PARTS

a) Ad title
b) Applicability
c) Required compliance action
d) Effective dates
e) Compliance time
APPLICABILITY
a) An ad contains an applicability statement specifying the product to which itapplies.
b) Applicability may be defined by specifying serial numbers or manufacturer's line
numbers, part numbers, or other identification. When there is no reference to serial
numbers, all serial numbers are affected.
EFFECTIVE DATE
a) The effective date of the ad can be found in the last sentence of the body of Each ad.
For example, "this amendment becomes effective on July 10, 1995."
b) Similarly, the revision date for an emergency ad distributed by telegram or priority
mail is the date it was issued. For example, "priority letter ad 95-11-09,issued may 25,
1995, becomes effective upon receipt." the "clock" tracking compliance starts with the
effective date.
COMPLIANCE TIME
a) Compliance with an ad is mandatory. No person may operate a product towhich an ad
applies.
b) An airplane that has not had an effective ad accomplished within specifiedlimits is out
of conformity and is thus not airworthy.
c) Non-compliance of an ad may invalidate the c of a
COMPLIANCE TIME STATEMENTS

Compliance time is stated in various ways. Typical compliance statements include:
a) "Prior to further flight, inspect... “
b) "Compliance is required within the next 50 hours’ time in service after the effective
date ofthis AD...“
c) “Within the next 10 landings after the effective date of this AD... “
d) “Within 50 cycles...” to which cycle refers to the complete aircraft / components
operating Cycles
e) "Within 12 months after the effective date of this AD..."
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RECURRING / PERIODIC AD
a) An AD should provide for adjustment of repetitive inspection intervals to coincide with
inspections required by approved maintenance program inspections.
b) Any conditions and approval requirements under which adjustments may be allowed
are stat-ed in the AD.
c) If the AD does not contain such provisions, adjustments are usually not permitted.
ALTERNATIVE MEANS OF COMPLIANCE

a) Many ADs indicate the acceptability of one or more alternative methods of
compliance.
b) Any alternative method of compliance not listed in the AD must be approved by the
certifyingAirworthiness Authority before it may be used.
c) The alternative method may recommend different actions necessary to address the
unsafecondition.
d) It may be stated in the AD itself e.g., an extra repetitive inspection in place of a
mandatory modification
REFERENCE TO MANUFACTURER’S SB
a) Manufacturer's Service Bulletins are normally not related to airworthiness.
Incorporation ofthem is, therefore, not mandatory.
b) However, when a manufacturer's Service Bulletin is incorporated, by reference, into
the Air-worthiness Directive accomplishment instructions the bulletin becomes
mandatory.
CAAM AD PROCEDURES
a) In the CAD 8601 a Mandatory Inspection and Mandatory Modification is the definition
of Air-worthiness Directives.
b) An aircraft affected by an AD issued by the CEO is illegal to be flown until the prescribed
requirement has been compiled with .
CAM AD
For aircraft, engines, propellers or installed equipment for which Malaysia is the State of De-
sign and the Certifying Authority, CAAM will issue Airworthiness Directives (AD) which will be
known as CAM AD. A summary of CAM AD will be issued in the form of an appendix known as
Appendix 2 and the CAM AD will have the following numbering system: S/NO – MONTH -
YEAR,
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VAM AD
a) For aircraft, engines, propellers or installed equipment for which Malaysia is the
ValidatingAuthority and the State of Registry, the following will apply:-
1. Airworthiness Directives issued by the Certifying Authority or State of Design of the
aircraft, engines, propeller or installed equipment.
2. Airworthiness Directives issued by CAAM which be known as VAM AD.
b) A summary of VAM AD will be issued in CAD 8601 Appendix 3 and the VAM AD will
have the following numbering system:
1. year S/No
2. e.g. 1997 - 002.
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EMERGENCY ADS
a) Where urgency dictates that a short timescale is required to address an unsafe

condition, theCAA, EASA or NAA will issue an Emergency Airworthiness Directive
(EAD).
b) All EADs for affected UK-registered aircraft are published by the CAA on its
website atwww.caa.co.uk/eads.
c) EADs will be available for download for a period of two months from the date of
publication and will then be removed.
d) EADs issued by the CAA will have been incorporated into CAP 747 before they are
removed
APPROVAL OF MODIFICATION (CAD 8109)
a) Modifications are changes made to a particular aircraft, including its components,

engines,propellers, radio apparatus, accessories, instruments, equipment, and their
installations.
b) Substitution of one type for another when applied to components, engines,
propellers, radioinstallation, accessories, instruments and equipment, is also
considered to be a modification.
c) A repair, the design of which has not been approved under the Type Certification
process, must be treated as a modification.
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SUPPLEMENTAL TYPE CERTIFICATE

a) A Supplemental Type Certificate (STC) is issued for major design changes to a Type
Certificatewhen the change is not so extensive as to require a new Type Certificate.
b) Minor changes do not require an STC.
c) The Supplemental Type Certificate is additional to the aircraft Type Certificate.
d) Typical examples of STCS are:
1. the installation of a new passenger interior,
2. a new powerplant type, or
3. conversion of the airplane from a passenger to a freight airplane by installing a
main deck car-go door and cargo handling system.
e) Supplemental Type Certificates are frequently very restrictive –
f) limits the design change to specific airplane serial numbers
g) not to the complete model series.
“MAJOR Modification “ means modification of an aeronautical product which in the opinion
of the director general may adversely affect the airworthiness of an aircraft.
“ MINOR Modification “ means modification of an aeronautical product whichin the opinion
of the director general does not adversely affect the airworthiness of an aircraft.
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MAINTENANCE DOCUMENTATION
MAINTENANCE, REPAIR AND OVERHAUL MANUAL
STATEMENT OF INITIAL CERTIFICATION SIGNIFIES CAAMS APPROVAL OF THE
MANUALS
Engine, auxiliary power unit and propeller constructors and manufacturers of other
components shall provide the aircraft type design organisation withcertified manuals which
relate to those of their products installed in the aircraft
a) Manuals conforming to air transport association of America – specification no.100
would be acceptable as a basis for compliance.
b) Ata specification no.100 ata specifications 100 has been adopted as a global standard
with regards to engineering manuals specifications and followed by all aircraft and
parts manufacturer.
c) The intentions of the specification are:
d) To clarify the general requirements of the airline industry with reference tocoverage
and preparation of technical data.
e) To provide an airline with all necessary data for the operation, maintenance,overhaul,
repair of aircraft, engines and equipment.
f) To permit maximum usage without the necessity of rewriting to meet individual airline
requirements.
g) To standardise manual layout, format of manuals
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The manual defined and described by ATA specification 100 as follows:

a) Maintenance manual
b) Overhaul manual
c) Illustrated parts catalogue
d) Tool and equipment lists
e) Wiring diagram manual
f) Service bulletins
g) Structural repair manual
h) Weight and balance manual.
The following list of systems, sub-systems and titles shows examples of thebreakdown of a
typical manual according to ATA 100. The major divisions are termed 'group', each group being
divided into chaptersand allocated blocks of chapter numbers.
Group Chapter
Numbers
Aircraft General 1 -19
Aircraft Systems 20-49
Structures 50-59
Propellers/Rotor 60-69
Power Plant 70-89
ATA SPECIFICATION NO 100

a) Each chapter is arranged alphabetically in a group and is divided into sectionsand then
further sub-divided into designated subjects by a "dash number".
b) Example : ATA 24 – 21 – 08
24 21 08
Chapter/ System Section/ Sub-system Subject/ Topics
(Electrical Power) (Main Generation) (Voltage Regula-

tor)
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OVERHAUL MANUAL (OHM)

a) Ohms contain information on the repair and rebuilding of components that can be
removed from an aircraft.
b) These manuals contain multiple illustrations showing how individualcomponents are
assembled as well as list individual part numbers.
ILUSTRATED PARTS CATALOGUE (IPC)

a) Ipcs show the location and part numbers of items installed on an aircraft.
b) They contain detailed exploded views of all areas of an aircraft to assist thetechnician
in locating parts.
c) Approved parts are controlled here provided it is current and not superseded by
mandatory instructions
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WIRING DIAGRAM MANUAL (WDM)

a) The majority of aircraft electrical systems and their components are illustrated in
individual wiring manuals.
b) Wiring manuals contain schematic diagrams to aid in electricalsystem troubleshooting.
c) They also list part numbers and locations of electrical system
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ORGANISATION REQUIREMENTS FOR AIR OPERATIONS (FOD)

ORO.MLR.105 Minimum equipment list
a) A minimum equipment list (MEL) shall be established based on the relevant master
mini-mum equipment list (MMEL).
b) The MEL and any amendment shall be approved by the CAAM.
c) In addition to the list of items, the MEL shall contain:
1. a preamble, including guidance and definitions for flight crews and maintenance
personnel using the MEL;
2. the revision status of the MMEL upon which the MEL is based and the revision
status of theMEL; and
3. the scope, extent and purpose of the MEL.
d) The operator shall:
1. establish rectification intervals for each inoperative instrument, item of equipment
or func-tion listed in the MEL. The rectification interval in the MEL shall not be less
restrictive than thecorresponding rectification interval in the MMEL;
2. establish an effective rectification programme;
3. only operate the aircraft after expiry of the rectification interval specified in the
MELwhen:
• the defect has been rectified; or
• the rectification interval has been extended in accordance with (f).
e) Subject to approval of the CAA, the operator may use a procedure for the one time
extension of category B, C and D rectification intervals, provided that:
1. the extension of the rectification interval is within the scope of the MMEL for the
aircraft type;
2. the extension of the rectification interval is, as a maximum, of the same duration
as the rectification interval specified in the MEL;
3. the rectification interval extension is not used as a normal means of conducting
MEL item rectification and is used only when events beyond the control of the
operator have precluded rectification;
4. a description of specific duties and responsibilities for controlling extensions is
established by the operator;
5. the CAA is notified of any extension of the applicable rectification interval; and
6. a plan to accomplish the rectification at the earliest opportunity is established.
f) The operator shall establish the operational and maintenance procedures referenced
in the MEL taking into account the operational and maintenance procedures
referenced in the MMEL. These procedures shall be part of the operator’s manuals or
the MEL.
g) The operator shall amend the operational and maintenance procedures referenced in
the MEL after any applicable change to the operational and maintenance procedures
referenced in the MMEL.
h) Unless otherwise specified in the MEL, the operator shall complete:
1. the operational procedures referenced in the MEL when planning for and/or
operating with the listed item inoperative; and
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2. the maintenance procedures referenced in the MEL prior to operating with the
listed item inoperative.
i) Subject to a specific case-by-case approval by the CAA, the operator may operate an
aircraft with inoperative instruments, items of equipment or functions outside the
constraints of the MEL but within the constraints of the MMEL, provided that:
1. the concerned instruments, items of equipment or functions are within the scope
of the MMEL as defined in point (a);
2. the approval is not used as a normal means of conducting operations outside the
constraints of the approved MEL and is used only when events beyond the control
of the operator have precluded the MEL compliance;
3. a description of specific duties and responsibilities for controlling the operation of
the aircraft under such approval is established by the operator; and
4. a plan to rectify the inoperative instruments, items of equipment or functions or
to return operating the aircraft under the MEL constraints at the earliest
opportunity is established.
MEL/MMEL
a) The Minimum Equipment List (MEL) is a document established by the operator and
approvedby National Authorities of the operator.
b) The MEL provides the means to release an airplane for flight with inoperative
equipment.
c) The intent is to permit operation for a limited period until repair or replacement of the
defective equipment can be accomplished.
d) It is important that repair be accomplished at the earliest opportunity.
e) The pilot in command has the final authority and may require that any item coveredby
the Minimum Equipment List be repaired before flight.
f) Operator's MEL is developed on the base of manufacturer’s Master MEL (MMEL) and
customised by the operator as a function of its own operational policies and national
operational requirements.
g) MMELs are not intended for operating use. Rather they act as the source document
fromwhich an individual operator's MEL is developed.
h) An individual operator's MEL when appropriately authorized permits operation with
inoperative equipment for those aircraft listed in his Operations Specifications.
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MEL OBJECTIVES
a) The Operator’s MEL is developed to satisfy;
b) MMEL
1. Manufacturer’s recommendations
2. Operator’s company Standards and Policies
3. Operator’s general company procedures
4. Operator’s Flight Operations procedures
5. Operator’s Maintenance procedures.
c) Operator MELs will frequently differ in format and content from the MMEL but they
cannotbe .less restrictive.
d) Operators are responsible for exercising the necessary controls to ensure timely
clearance of deferred items.
e) Suitable conditions and limitations in the form of placards, maintenance procedures,
crew operating procedures, and other restrictions must be specified.
f) in operating with multiple inoperative items, the interrelationships between those
items and the effect on airplane operation and crew workload must alsobe considered
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MEL REPAIR CATEGORIES

Rectification intervals (a, b, c, and d) have been introduced in accordance withdefinitions of
jar-MMEL/MEL :
a) Category a - items must be repaired within the interval stated in the operator's
approved MEL.
b) Category b - items must be repaired within 3 consecutive calendar days,excluding the
day the malfunction was recorded in the logbook.
c) Category c - items must be repaired within 10 consecutive calendar days, excluding the
day the malfunction was recorded in the logbook.
d) Category d - items which are in excess of regulatory requirements. They are not
required by the MMEL. These must be repaired within 120 consecutive calendar days,
excluding the day the malfunction was recorded in the logbook.
MEL REPAIR EXTENSION

a) Dispatch of the aircraft is not allowed after expiry of the rectification interval specified
in the MEL unless the rectification interval is extended.
b) A onetime extension of the applicable rectification interval b, c, or d,
c) May be permitted for the same duration as that specified in the MEL provided:
d) A description of specific duties and responsibilities for controlling extensions is
established by the operator, and the authority is notified within 10 days of any
extension authorized
APPROVAL OF OPERATOR MEL

When reviewing the proposed MEL, the airworthiness authority will check forthe following:
a) nothing is contained in the MEL that is less restrictive than the MMEL.
b) nothing contradicts the approved airplane flight manual
c) nothing violates any limitations and conditions stipulated by ads issuedagainst the
aircraft
d) operations and maintenance procedures required by the MMEL are adequate
e) a defined management control process for administration of the MEL
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DEFERAL PROCEDURES
a) Once it has been determined that an item is deferrable, a decision is made todefer or
fix it.
b) This normally involves, at the minimum, station maintenance personnel and thepilot in
command. (o) in the remarks column refers for pilot or crew action and (m) for
maintenance personnel action.
c) After the decision is made to defer, station maintenance personnel will:
1. Properly secure the deferred item.
2. Appropriately, placard the cockpit.
3. Clear the aircraft log by transcribing the item to a deferred log.
4. The deferred log is carried aboard the airplane.
5. Notify the record-keeping function within the airline, thus ensuring that the Item is
properly tracked and scheduled for later repair.
6. Notify dispatch and/or the pilot in command that the item is deferred.
d) Notify other organizations within maintenance affected by the deferral; eg,main base
stores, line station maintenance, central maintenance control.
DEFERED DEFECT LOG
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DEFERRAL PROCEDURES
DISPATCH DEVIATION GUIDE (DDG)
DISPATCH DEVIATION GUIDE (DDG)

With increasing complexity of aircraft and its system, airlines reliance on the manufacturer for
guidance for maintenance and flight operation mailers hasincreased. Frequently it involves
tricky MEL / cdl matters. With the advent of glass cockpit, the fault messages generated are
now tagged along with possible defect, defer and t/ shooting advise. DDG is produced to help
the airlines.
Definition. DDG is a guide prepared by the manufacturer to assist the operator:

a) In developing flight operation and maintenance procedures associated withthe MEL
b) Guidance with regards to cdl item it is not a legal document as it is onlyintended as a
guide. It is advisory in nature.
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CONTINUING AIRWORTHINESS
MINIMUM EQUIPMENT REQUIREMENTS (MCAR 2016 REG 42 ) CAT IDE –A105
a) The CAAM may grant to an owner or operator of a Malaysian aircraft an approval
permitting the aircraft to commence a flight in specified circumstances not
withstanding that any specified item of equipment including radio apparatus required
by this regulation to carried in the circumstances of the intended flight is not carried
or is not in a fit conditionfor use.
b) A Malaysian aircraft shall not commence a flight if any specified item equipment
including radio apparatus required by these regulations to be carried in the
circumstances of the intended flight is not carried or is not in a fit condition for use
unless
1. The aircraft does so under the terms of an approval granted under subregulation
(1) to the operator and in accordance with Minimum equipment list (MEL)
approved by director general and
2. In the case of an aircraft to which regulation 111 (operations manual) applies , the
applicable operators manual contains the particulars of theapproval
c) For avoidance of doubt , an approval under this regulation may not be given for any
equipment under regulation 40 (equipment for aircraft operation And regulation 41
( radio equipment for aircraft operation)
MINIMUM EQUIPMENT FOR FLIGHT
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AIRWORTHINESS TEST (CAD 8109)

Airworthiness Flight Testing is established as part of an aircraft’s Certificate of Airworthiness
issue/ renewal requirements as well as the approval of aircraft modification after the issuance
of a C of A. Please refer to CAAM CAD 8107 AND CAD 8301 for the full requirements for the
issuance/ renewal of an aircraft’s C of A as well as CAD 8109 for the requirements of the
installation of modification. Airworthiness Flight Tests are accomplished to establish that the
aircrafts performance, handling characteristics and systems functionality do not differ
significantly from those similaraircraft that were type certificated.
EMBODIMENT OF PROTOTYPE MODIFICATION

A permit to fly with associated flight condition(s) shall be obtained prior to conducting any
flight test during the embodiment of a prototype modification. The modification design
approval holder is responsible for the flight conditions associated to the design of the
modification
Definitions Airworthiness Flight Test Schedule (AFTS) - A planned flight testing form that
detailsnumerous ground and flight tests to be accomplished.
Airworthiness Flight Test Report - A report which details the ground and flight test results.
Applicability 3.1 An airworthiness flight test shall be applicable to any Malaysian registered
air-craft;
a) for the purpose of issuance or renewal of a C of A.
b) for the approval of modification which require flight testing.
Airworthiness Flight Test Schedule (AFTS) 4.1 The AFTS shall be prepared by the Aircraft
Opera-tor and submitted together with a completed DCA‟s Statement of Compliance (SOC)
to enableDCA to review and approve the AFTS.
Aircraft Operator’s Fleet Airworthiness Flight Testing 11.1 An Aircraft Operator having an ap-
proved organization quality system may carry out Airworthiness Flight Testing on Ten (10) per-
cent of the Operator’s aircraft fleet.
Such an Operator (paragraph 11.1) having a fleet of different aircraft types shall carry out
Airworthiness Flight Testing on Ten (10) percent of each of the Operator’s aircraft types.
However, even with an approved Quality System, an Aircraft Operator may be required tocarry
out Airworthiness Flight Testing exceeding the required Ten (10) percent if their aircraft
performance is degrading or the Airworthiness Flight Test Report submitted to DCA
Airworthiness Division is unsatisfactory.
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EXTENDED TWIN ENGINE OPERATIONS (ETOPS) / EDTO

AIRWORTHINESS NOTICE – EXTENDED DIVERSION TIME OPERATIONS (EDTO)
MCAR REG 122
An operator may cause or permit a Malaysian aircraft to fly for the purpose of commercial air
transport for the extended diversion timeoperation with the approval of the CAAM.
For the purpose of this regulation extended diversion time operations means any operation
by an airplane with two or more turbine engines where the di-version time to an enroute
alternate aerodrome is greater than the threshold time established by the state of the
operator.
CAD 6 PART 1 – CAT – AEROPLANE

Additional requirements for operations by aeroplanes with turbine engines beyond 60
minutes to an en-route alternate aerodrome including extended diversion time operations
(EDTO)
Operators conducting operations beyond 60 minutes from a point on a route to an en-route

alternate aerodrome shall ensure that:
a) for all aeroplanes:
1. en-route alternate aerodromes are identified; and
2. the most up-to-date information is provided to the flight crew on identified en-
route alternate aerodromes, including operational status and meteorological
conditions
b) for aeroplanes with two turbine engines, the most up-to-date information provided
to the flight crew indicates that conditions at identified en-route alternate
aerodromes will be at or above the operator’s established aerodrome operating
minima for the operation at a period commencing 1 hour before and ending 1 hour
after the estimated time of arrival Note. — Guidance on compliance with the
requirements of these provisions is contained in CAGM 6008 (IV) EDTO
In addition to the requirements in 4.7.1.1, all operators shall ensure that the following are
takeninto account and provide the overall level of safety intended by the provisions of this
CAD:
a) operational control and flight dispatch procedures;
b) operating procedures; and
c) training programs
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REQUIREMENTS FOR EXTENDED DIVERSION TIME OPERATIONS (EDTO)
Unless the operation has been specifically approved by the CAAM, an aeroplane with two or
more turbine engines shall not be operated on a route where the diversion time to an en-
route alternate aerodrome from any point on the route, calculated in ISA and still-air
conditions at the one-engine inoperative cruise speed for aeroplanes with two turbine
engines and at the all engines operating cruise speed for aeroplanes with more than two
turbine engines, exceeds the threshold time below:
a) For transport category aeroplane with two turbine engines, the threshold time
established is60 minutes.
b) For transport category aeroplane with more than two turbine engines, the threshold
time established is 180 minutes.
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CIVIL AVIATION GUIDANCE MATERIAL – 6008(IV)

EXTENDED DIVERSION TIME OPERATIONS CIVIL AVIATION GUIDANCE
MATERIAL – 6008(IV) ISSUE 01 REVISION 00 – 1ST APRIL 2021
EDTO
Note concerning the use of the terms “EDTO” vs “ETOPS”
ICAO decided, through Amendment 36 to Annex 6, Part I, to replace the previously used term
ETOPS (extended range operations by twin-engine aeroplanes) with the new term EDTO
(extended diversion time operations). The main reason for this change in the terminology was
to better reflect the scope and applicability of these new Standards.
EDTO MAINTENANCE PROGRAMME

General
4.2.1.1 In the context of this manual, the term “EDTO maintenance programme” means the
maintenance related elements (maintenance tasks, organisation manuals, procedures, etc.)
that must be implemented by the operators to support their EDTO operations. In this context,
the aircraft maintenance programme for EDTO is one element of the operator’s EDTO
maintenance programme
The operator’s EDTO maintenance programme should contain the standards, guidance and
directions necessary to support the intended EDTO operations. All personnel involved with
EDTOshould be made aware of the special nature of EDTO and have the knowledge, skills and
ability to accomplish their specific areas of responsibility to the programme. The EDTO
maintenance programme should identify personnel and areas where an EDTO qualification is
required (see 4.7 and 4.17).
EDTO MAINTENANCE PROGRAMME

Elements of the EDTO maintenance programme
4.2.2.1 The typical elements of an operator’s EDTO maintenance programme are identified
below:
a) EDTO maintenance procedures manual (see 4.3)
b) EDTO CMP document (see 4.4)
c) Aeroplane maintenance programme for EDTO (see 4.5)
d) EDTO significant systems (see 4.6)
e) EDTO-related maintenance tasks/EDTO qualified staff (see 4.7)
f) Parts control programme (see 4.8)
g) EDTO service check (see 4.9)
h) Reliability programme (see 4.10)
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i) Propulsion system monitoring (see 4.11)

j) Verification programme (see 4.12)
k) Dual maintenance limitations (see 4.13)
l) Engine condition monitoring programme (see 4.14)
m) Oil consumption monitoring programme (see 4.15)
n) APU in-flight start monitoring programme (see 4.16)
o) Control of the aeroplane’s EDTO status: EDTO release statement (see 4.17)
p) EDTO training (see 4.18).
These elements should be set up by operators as part of their demonstration of compliance
against the maintenance criteria of applicable EDTO operational requirement. The EDTO
maintenance programme should be established by the CAMO into their Continuing
Airworthiness Management Exposition (CAME) or “stand alone” as a “EDTO Maintenance
Programme.
EDTO MAINTENANCE PROCEDURES MANUAL (EMPM)

The operator should include EDTO information in the relevant part(s) of the basic maintenance
procedures manual (MPM) or publish this information as a “stand alone” EDTO maintenance
procedures manual (EMPM).
Note. – Basic Maintenance Procedures Manual (MPM) is referring to Continuing Airworthiness
Management Exposition (CAME)
Purpose
4.3.2.1 The purpose of the EMPM (or EDTO content of the basic MPM) is to provide involved
personnel and EDTO authorised persons with a descriptive means aimed at ensuring safe and
efficient EDTO operations
a) EDTO configuration, maintenance and procedures (CMP) document
b) Aeroplane maintenance programme for EDTO
c) EDTO significant systems
d) EDTO-related maintenance tasks/EDTO qualified staff
e) Parts control programme
f) EDTO service check
g) Propulsion system monitoring
h) Verification programme
i) Dual maintenance limitations
j) Engine condition monitoring programme
k) APU in-flight start monitoring programme
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EDTO DISPATCH REQUIREMENTS CAGM 6008(IV) – EDTO

EDTO FLIGHT OPERATIONS REQUIREMENTS
As explained in paragraph 1.4, an air operator’s application to conduct EDTO operations, will
be assessed based on the air operator’s overall safety record, past performance, flight crew
training, flight dispatcher training, maintenance training and maintenance reliability pro-
grammes. The data provided with the request should substantiate the air operator’s ability to
safely conduct and support these operations and should include the means used to satisfy the
criteria outlined in this paragraph and in Chapter 4.
The operator should obtain from the CAAM an EDTO authorisation by specific approval before
starting commercial operations of transport category aeroplanes over a specified route con-
training a point beyond the applicable EDTO threshold time
Note 1. — Previously issued specific approvals for ETOPS programmes continue to be valid.
Re-quests for new EDTO authorizations or changes to existing programmes will be assessed
underthe criteria outlined in this manual.
Note 2. — Minor revisions to existing approved ETOPS/EDTO programmes are addressed in

1.6.6.
The threshold time for transport category aeroplanes with more than two engines conducting
EDTO operations is set at 180 minutes. It is possible to select another threshold time value
after a thorough assessment by the CAAM of the impact of such value on existing operations
and on the time limitations, if any, of transport category aeroplanes with more than two
engines operated beyond the threshold time.
Beyond 90-minute and up to 180-minute authorisation EDTO authorisations up to 180
minutes support most EDTO operational areas and reflect the vast majority of worldwide
EDTO operations.
The AEC must be approved for EDTO in the type certification up to at least the max-imum
diversion time being requested (e.g., 120, 180 minutes
Beyond 180-minute authorisation
3.4.1.7.1 Beyond 180-minute maximum diversion time, authorisation may be required for
direct routing in some operational areas based on limited availability of en-route alternate
aerodromes, or to manage day-of-flight operational exceptions. These may include, for
instance, the North Pacific areas as well as routes which traverse the southern oceanic
regions.
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.CIVIL AVIATION GUIDANCE MATERIAL – 6008(III) LOW VISIBILITY OPERATIONS

CAD 6 –P1,P2AND P3 (CAGM— 6008 (111) )
Low Visibility Operations (LVO) CAD 6 P1—4.11
Additional requirements for Low Visibility Operations (LVO)
4.11.1 An operator shall not conduct LVO unless:
a) Each aircraft concerned is certificated by the regulatory authority of the State of the
Manufacturer for operations with decision heights below 200 ft, or no decision height,
and accepted by CAAM or CAAM has certified the aircraft for such operations as per
Chapter 3 of CAGM 6008 (III)LVO),
b) The aerodrome is approved for such operations by the State in which the aerodrome is
located
c) It has verified that low visibility procedures (LVP) have been established, and will be
enforced, at those aerodromes where low visibility operations are to be conducted. d)
A suitable system forrecording approach and/or automatic landing success and failure
is established and maintained to monitor the overall safety of the operation; e) The
operations are approved by CAAM. f) The flightcrew consists of at least two pilots; g)
Decision height is determined by means of a radio altimeter. h) Only RVR values are
used for low visibility operations.
4.11.2 The maintenance programme shall ensure that the airborne equipment
necessary for lowvisibility operations continues to operate to the required performance level
and should cover following areas and any other requirement specified by the CAAM:
a) Maintenance procedures.
b) Maintenance and calibration of test equipment.
c) Initial and recurrenttraining of maintenance staff.
d) Recording and analysis of airborne equipment failures.
Note. – De-tails of continuing airworthiness and maintenance procedures of LVO are stated in CAGM
6008
(III) LVO.
MINIMUM EQUIPMENT
The operator shall include in the Operations Manual the minimum equipment that has to be
serviceable at the commencement of a low visibility take-off, an approach utilising EVS, or a
CategoryII or III approach in accordance with the flight manual or other approved document
4.11.6 Crew training
4.11.13 Flight dispatch procedure
4.11.14 Flight operations officers
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CIVIL AVIATION GUIDANCE MATERIAL – 6008(III) LOW VISIBILITY OPERATIONS

Low Visibility Operations (LVO)
Decision altitude (DA) or decision height (DH) is a specified altitude or height in the precision
approach or approach with vertical guidance at which a missed approach must be initiated if
the required visual reference to continue the approach has not been established.
Categories of precision approach and landing operations (ICAO DOC9365.)

Category I (CAT I) operations.
A precision instrument approach and landing with:
a) a decision height not lower than 60 m (200 ft); and
b) with either a visibility not less than 800 m or a runway visual range not less than 550m.
Category II (CAT II) operations.

a) a decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft); and
b) a runway visual range not less than 300 m.
Category III (CAT III) operations.

a) a decision height lower than 30 m (200 ft) or no decision height; and
b) a runway visual range less than 300m or no runway visual range limitations.
Runway visual range (RVR) means the range over which the pilot of an aircraft on the centre
line of a runway can see the runway surface markings or the lights delineating the runway or
identifying its centre line.
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CIVIL AVIATION GUIDANCE MATERIAL – 6008(III) LOW VISIBILITY OPERATIONS

Low Visibility Operations (LVO)
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REDUCED VERTICAL SEPARATION MINIMA (RVSM) CAGM—6008 ( 1)

These Directives are the Civil Aviation Directive 6 Part 1 – Commercial Air
Transport – Aeroplane (CAD 6 Part 1 – CAT – Aeroplane), Issue 01/Revision 00,
and comes into operation on 1st April 2021.
This CAD also revokes:

Notice 6301 Reduced Vertical Separation Minima (RVSM) issue 1 dated 15th July 2019
the operation of an aircraft within RVSM airspace unless authorisation has been received from
CAAM.
RVSM
This Civil Aviation Guidance Material 6008 Part I (CAGM – 6008 (I)) is issued by the Civil Aviation
Authority of Malaysia (CAAM) to provide guidance for the application of Reduced Vertical
Separation Minimum (RVSM), pursuant to Civil Aviation Directives 6 Part 1 – Commercial Air
Transport (CAD 6 Part 1 – CAT)
Organisations may use these guidelines to ensure compliance with the respective provisions
ofthe relevant CAD’s issued. Notwithstanding the Regulation 204 and Regulation 205 of the
Malaysian Civil Aviation Regulations 2016 (MCAR 2016), when the CAGMs issued by the CAAM
arecomplied with, the related requirements of the CAD’s may be deemed as being satisfied
and further demonstration of compliance may not be required.
Reduced Vertical Separation Minimum. (RVSM)

1.1.1 RVSM airspace is any airspace or route where aircraft are separated by 1,000 ft vertically,
between FL 290 and FL 410, inclusive. Generally, aircraft and operators that have not been
authorised to conduct RVSM operations cannot operate at flight levels where RVSM is applied.
RVSM was first implemented in the North Atlantic in March 1997. Since that time, it has been
implemented in most regions of the world, and RVSM approval is required for flight operations
conducted between FL 290 and FL 410.
In 1982 the ICAO initiated a series of world-wide studies to assess the feasibility of a reduction
of the VSM above FL 290 from 2,000 ft to 1,000 ft. The studies were co-ordinated by the review
RGCSP which included representation from the IATA, IFALPA and the IFATCA.
The principal benefits which the implementation of the RVSM were expected to provide were:
a) a theoretical doubling of the airspace capacity between FL 290 and FL 410
b) the opportunity for aircraft to operate at/closer to their optimum flight levels, with
resultingfuel economy.
With the exception of a small number of states, RVSM was progressively introduced globally
between 1997 and 2011, and operation within this airspace is prohibited unless the operator
has RVSM approval for the aircraft being flown, or an exception has been granted for a specific
flight. Regulation 108 MCAR prohibits the operation of an aircraft within RVSM airspace unless
authorisation has been received from CAAM.
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REDUCED VERTICAL SEPARATION MINIMA (RVSM)
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REDUCED VERTICAL SEPARATION MINIMA (RVSM)

Aircraft eligibility
Aircraft where the RVSM approval Type Certificate holder is other than FAA or EASA, a further
detailed evaluation may be required to be carried out by the CAAM.
Equipment requirements for RVSM operations CAD 6 PART 1
7.2.6 For flights in defined portions of airspace where, based on Regional Air Navigation
Agreement, a reduced vertical separation minimum (RVSM) of 1 000 feet (300 m) is applied
between FL 290 and FL 410 inclusive, an aeroplane shall be provided with equipment which is
capable of:
a) indicating to the flight crew the flight level being flown; automatically maintaining a
selected flight level;
b) providing an alert to the flight crew when a deviation occurs from the selected flight
level. The threshold for the alert shall not exceed ± 300 feet (90m); and
c) automatically reporting pressure-altitude;
Height keeping performance monitoring

RVSM maintenance, inspection programme and continuing airworthiness maintenance,Training
Requirements, Test equipment and Continued compliance of MASPS
Certification of RVSM
In this CAGM, RVSM operations mean all procedures applied for the purpose of ensuring safe
aircraft operations in RVSM airspace.
5.1.2 CAAM certification procedures are outlined in this manual.
5.1.3 The RVSM approval process consists of two discrete approvals, an airworthiness
approvaland an operational approval.
5.1.4 The required information shall be provided to the CAAM by an air operator
applying for RVSM approval at least 60 working days prior to the intended start of RVSM
operations.
When all the requirements of the airworthiness approval and operational approval have been
assessed as satisfactory, CAAM will issue a letter of authorisation or the operator’s air operator
certificate – operations specifications will be updated to reflect the RVSM approval. An RVSM
approval issued by the CAAM is valid for all regions operating RVSM airspace provided specific
restrictions have not been imposed on the operator by CAAM.
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REVOCATION OF RVSM APPROVAL

5.6.1 The incidence of height-keeping errors that can be tolerated in an RVSM
environment is very small. It is incumbent upon each operator to take immediate action to
rectify the conditions that caused the error. The operator should also report the event to CAAM
within 48 hours with initial analysis of the causal factors and measures to prevent further
events. CAAM will determine the requirement for follow up reports. Errors which should be
reported and investigated are:
a) TVE equal to or greater than ±300 ft (±90 m),
b) ASE equal to or greater than ±245 ft (±75 m), and
c) AAD equal to or greater than ±300 ft (±90 m).
5.6.2 An operator who consistently commits errors of either variety may lose its
approval forRVSM operations. If a problem is identified that is related to one specific aircraft,
then RVSMapproval may be removed from the operator for that specific aircraft.
Altimetry system error (ASE) is the difference between the altitude indicated by the altimeter
display, assuming a correct altimeter barometric setting, and the pressure altitude
corresponding to the undisturbed ambient pressure. Assigned altitude deviation (AAD) is the
difference between the transponder Mode C altitude and the assigned altitude/flight level.
Total vertical error (TVE) is the vertical geometric difference between the actual pressure
altitude flown by an aircraft and its assigned pressure altitude (flight level).
PERFORMANCE-BASED NAVIGATION (PBN)

CIVIL AVIATION GUIDANCE MATERIAL – 6008(II)
Performance-based navigation (PBN) means area navigation based on performance

requirements for aircraft operating along an ATS route, on an instrument approach procedure
or in a designatedairspace.
Note. — Performance requirements are expressed in navigation specifications (RNAV
specification, RNP specification) in terms of accuracy, integrity, continuity, availability and
functionality needed for the proposed operation in the context of a particular airspace
concept.
Navigation specification means a set of aircraft and flight crew requirements needed to
support performance-based navigation operations within a defined airspace. There are two
kinds of navigation specifications: Required navigation performance (RNP) specification. A
navigation specification based on area navigation that includes the requirement for
performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH.
Area navigation (RNAV) specification. A navigation specification based on area navigation that
does not include the requirement forperformance monitoring and alerting, designated by the
prefix RNAV, e.g. RNAV 5, RNAV 1.
Note 1.— The Performance-based Navigation (PBN) Manual (ICAO Doc 9613), Volume II,
containsdetailed guidance on navigation specifications.
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Note 2.— The term RNP, previously defined as “a statement of the navigation performance
necessary for operation within a defined airspace”, has been removed from this CAD as the
concept of RNP has been overtaken by the concept of PBN. The term RNP in this CAD is now
solely used in the context of navigation specifications that require performance monitoring
and alerting, e.g. RNP 4 refers to the aircraft and operating requirements, including a 4 NM
lateral performance with on- board performance monitoring and alerting that are detailed in
ICAO Doc 9613.
RNAV and RNP

RNAV specifications were developed to support existing capabilities in aircraft equipped with
area navigation systems which, in the general case, were not designed to provide on-board
performance monitoring and alerting. RNAV specifications are similar to RNP specifications but
do not require an on-board performance monitoring and alerting capability.
1.5.2 RNP specifications developed from a need to support operations that require
greater integrity assurance, where the pilot is able to detect when the navigation system is not
achieving, or cannot guarantee with appropriate integrity, the navigation performance
required for the operation. Such systems are known as RNP systems. RNP systems provide
greater assurance of integrity and, hence, can offer safety, efficiency, capacity and other
operational benefits.
RNAV 10
4.3.1 General
4.3.1.1 RNAV 10 supports a 50 NM lateral and 50 NM longitudinal distance-based

separationminima in oceanic or remote area airspace. Prior to the development of the PBN
concept, RNAV 10 operations were authorized as RNP 10 operations. An RNAV 10 operational
approval does not change any requirement nor does it affect operators that have already
obtained an RNP 10 approval.
4.3.1.2 RNP 10 was developed and implemented at a time when the delineation
between RNAV and RNP had not been clearly defined. Because the requirements for RNP 10
did not include a requirement for on-board performance monitoring and alerting, RNP 10 is
more correctly described as an RNAV operation and hence is included in this document as
RNAV 10.
4.3.1.3 Recognizing that airspace, routes, airworthiness and operational approvals

have been designated as RNP 10, further declaration of airspace, routes, and aircraft and
operator approvals may continue to use the term RNP 10, while the application in this
document will be known as RNAV 10.
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RNP 4
4.6.1 General
4.6.1.1 RNP 4 supports 30 NM lateral and 30 NM longitudinal distance-based

separation mini-ma in oceanic or remote area airspace. Operators holding an existing RNP 4
operational approval do not need to be re-examined because the navigation specification is
based upon U.S. FAA Order 8400.33.
RNP 2
4.7.1 General
4.7.1.1 RNP 2 is a navigation specification primarily intended to provide a means to

developroutes in areas with little or no ground-based navigation aid (NAVAID) infrastructure.
4.7.1.2 The RNP 2 navigation specification is applicable to fixed or flexible routes in

Continental
En-route and Oceanic/Remote flight phases.
4.7.1.3 RNP 2 requires Global Navigation Satellite System (GNSS) as the primary
navigation sensor, either as a stand-alone aviation system or as part of a multisensor system.
Where multisensor systems incorporating GNSS are used, positioning data from non-GNSS
navigation sensors may be integrated with the GNSS data provided the non-GNSS data do not
cause position errors exceeding the total system error budget. Otherwise, a means should be
provided to de- select the non-GNSS navigation sensor types.
RNP 1
4.8.1 General
4.8.1.1 RNP 1 is intended to support arrival and departure procedures using GNSS positioning
only.
4.8.1.2 Other than the sole requirement for GNSS there is no significant difference between
theRNAV 1 and RNAV 2 specification and RNP 1.
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The containment value is the distance from the intended position within which,flights would
be found for at least 95% of the time.
for example, if the accuracy of an rnp type is 10nm (rnp-10) it is assumed that,for 95% of the
total flying time, an aircraft would maintain a lateral position within 10nm of its air traffic
control (atc) cleared position.
PERFORMANCE-BASED NAVIGATION (PBN) (CAGM PART 2 4.9.2.1 )RNP APCH

4.9.1 General
4.9.1.1 RNP APCH is the general designator for PBN approach procedures that are not
authorization required operations
4.9.1.2 GNSS is used for all RNP APCH applications as follows:
a) RNP APCH – LNAV — lateral positioning with GNSS (basic constellation);
b) RNP APCH – LNAV/VNAV — lateral positioning with GNSS, vertical positioning with
barometric inputs;
c) RNP APCH – LPV — lateral and vertical positioning with SBAS;
d) RNP APCH – LP — lateral positioning with SBAS.
4.9.1.3 The published RNP APCH OCA/H are treated as:
a) MDA/H for LNAV and LP minima;
b) DA/H for LNAV/VNAV and LPV minima.
ON-BOARD PERFORMANCE MONITORING AND ALERTING.

4.9.2.1.1 Accuracy: during operations on the initial and intermediate segments and for
the RNAV missed approach of an RNP APCH, the lateral TSE must be within ±1nm for at least
95% of the total flight time. The along-track error must also bewithin ± 1nm for at least 95%
of the total flight time.
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4.9.2.1.2 During operations on the FAS of an RNP APCH down to LNAV or LNAV/VNAV
minima, the lateral TSE must be within ±0.3 nm for at least 95% of the total flighttime. The
along-track error must also be within ±0.3nm for at least 95% of the total flight time.
4.9.2.1.3 To satisfy the accuracy requirement, the 95% FTE should not exceed 0.5 nm
on the initial and intermediate segments, and for the RNAV missed approach of an RNP APCH.
The 95% FTE should not exceed 0.25 nm on the FAS of an RNP APCH.
Note. – the use of a deviation indicator with 1 nm full-scale deflection on the initial and
intermediate segments, and for the RNAV missed approach and 0.3 nm full-scale deflection
on the FAS, is an acceptable means of compliance. The use of an autopilot or flight director is
an acceptable means of compliance (roll stabilization systems do not qualify).
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CIVIL AVIATION GUIDANCE MATERIAL – 6008(V) ELECTRONIC FLIGHT BAG

An Electronic Flight Bag or EFB is defined by ICAO as “An electronic information system, com-
prised of equipment and applications for flight crew, which allows for storing, updating,
display-ing and processing of EFB functions to support flight operations or duties.”
Portable Electronic Devices (PEDs) mean any lightweight, electrically powered equipment,
that are typically consumer electronic devices, which have functional capability for
communications, entertainment, data processing, and/or utility. There are two basic
categories of PEDs – those with and those without intentional transmitting capability.
Installed EFB
2.4.1 Installed EFBs are integrated into the aircraft and are subject to normal airworthiness
requirements. An installed EFB is considered as part of the aircraft and, therefore, requires a
full airworthiness approval. An installed EFB is usually managed under the aircraft type design
con-figuration
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CIVIL AVIATION GUIDANCE MATERIAL – 6008(V)
CAD 6 Part 1 - CAT - Aeroplane 6.25 Electronic flight bag (EFB) EFB equipment
Where portable EFBs are used on board an aeroplane, the operator shall ensure that they do
not affect the performance of the aeroplane systems, equipment or the ability to operate the
aeroplane
EFB functions
Where EFBs are used on board an aeroplane the operator shall: assess the safety risk(s)
associated with each EFB function; establish and document the procedures for the use of, and
training requirements for, the device and each EFB function; and ensure that, in the event of
an EFBfailure, sufficient information is readily available to the flight crew for the flight to be
conductedsafely.
Operators are required to seek a specific approval from the CAAM prior to the operational use
of EFB functions.
An operator with a specific approval to use an EFB during its operations must not in any of its
operations: use a new EFB or a new function in such equipment; or use an amended EFB or
amended function in such equipment. until the operator has obtained CAAM’s approval for
such variation to the specific approval
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EFB specific approval
To obtain a CAAM approval for the use of EFBs, the operator shall ensure that: the EFB
equipment and its associated installation hardware, including interaction with aeroplane
systems if applicable, meet the appropriate airworthiness certification requirements; the
safety risks assessment associated with the operations supported by the EFB function(s) has
been carried out; requirements have been established for redundancy of the information (if
appropriate) contained in and displayed by the EFB function(s);
The initial approval shall be for a period of 6 months.

During the period of 6 months, the operator shall conduct an operational evaluation. This
operational evaluation requires the operator to carry both the EFB system and paper
copies before the final approval, allowing the EFB to reduce or eliminate paper copies
on the flight deck
For the rechargeable lithium-type batteries, the operator shall ensure that the
maintenance procedures meet the Original Equipment Manufacturer (OEM)’s
recommendations.
The operator shall review and update the following documents to reflect the operation
of EFB as applicable:
a) Maintenance program
b) Minimum Equipment List (MEL); and
c) Aircraft Flight Manual Supplement (AFMS).
The operator shall develop a training program for all the maintenance personnel who
are involved with the EFB operations. The training program shall consist of initial and
recurrent training and include at least the overview of the EFB specificities,
maintenance procedures and safety management. The operator shall regularly review
the training program to ensure that the training program is relevant with the current
technologies and effectively implemented.
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Aircraft tracking
CAD 6 Part 1 - CAT - Aeroplane (3.5 )
The operator shall establish an aircraft tracking capability to track aeroplanes throughout its
area of operations.
Note.— Guidance on aircraft tracking capabilities is contained in the Aircraft Tracking
Implementation Guidelines (ICAO Cir 347).
3.5.2 The operator shall track the position of an aeroplane through automated reporting at
least every 15 minutes for the portion(s) of the in-flight operation(s) under the following
conditions: the aeroplane has a maximum certificated take-off mass of over 27 000 kg and a
maximum approved passenger seating configuration greater than 19; and where an ATS unit
obtains aeroplane position information at greater than 15 minute intervals.
The operator shall track the position of an aeroplane through automated reporting at least
every 15 minutes for the portion(s) of the in-flight operation(s) that is planned in an oceanic
area(s) under the following conditions: the aeroplane has a maximum certificated take-off
mass of over 45 500 kg and a maximum approved passenger seating configuration greater
than 19; and where an ATS unit obtains aeroplane position information at greater than 15
minute intervals.
Note 1.— Oceanic area, for the purpose of aircraft tracking, is the airspace which overlies
waters outside the territory of a State. Note 2.— See CAD 11, Chapter 2, for coordination
between the operator and air traffic services providers regarding position report messages.
Notwithstanding the provisions in 3.5.2 and 3.5.3, CAAM may, based on the results of an
approved risk assessment process implemented by the operator, allow for variations to
automated reporting intervals. The process shall demonstrate how risks to the operation,
resulting from such variations, can be managed and shall include at least the following:
capability of the operator’s operational control systems and processes, including those for
contacting ATS units; overall capability of the aeroplane and its systems; available means to
determine the position of, and communicate with, the aeroplane;
frequency and duration of gaps in automated reporting; human factors consequences
resulting from changes to flight crew procedures; and specific mitigation measures and
contingency procedures.
Note.— Guidance on development, implementation and approval of the risk assessment
process, which allows for variations to the need for automatic reporting and the required
interval, including variation examples, is contained in the Aircraft Tracking Implementation
Guidelines (ICAO Cir 347).
3.5.5 The operator shall establish procedures, approved by CAAM, for the retention of aircraft
tracking data to assist SAR in determining the last known position of the aircraft
Note.— Refer to 4.2.1.3.1 for operator responsibilities when using third parties for the
conduct of aircraft tracking under 3.5.
Provision of radar and ADS-B Where applicable, radar and ADS-B ground systems shall
provide for the dis-play of safety- related alerts and warnings, including conflict alert, conflict
prediction, minimum safe altitude warning and unintentionally duplicated SSR codes.
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CIVIL AVIATION REGULATIONS 2016 AIRWORTHINESS NOTICE –
AUTOMATIC DEPENDENT SURVEILLANCE –
BROADCAST OUT (ADS-B OUT) – AIRWORTHINESS REVIEW
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CAD 6— PART 1
AIRCRAFT GROUND DE-ICING AND ANTI-ICING APPLICATION
This CAD shall apply to an operator of a Malaysian registered aircraft planned orexpected to
operate in suspected or known ground icing conditions.
INTERPRETATION
In this CAD unless the context otherwise requires–
a) “Authority” means Civil Aviation Authority of Malaysia;
b) “anti-icing” means a precautionary procedure by which clean aircraft surfaces are
protected against the formation of ice and frost and the accumulation of snow and
slush for a limited period of time;
c) “Critical surfaces” means the critical surfaces which is determined by the aircraft
manufacturer and may include wings, control surfaces, propellers, horizontal
stabilizers, vertical stabilizers or any other stabilizing surface on an aircraft;
d) “de-icing” means the process that removes ice, snow, slush or frost from aircraft
surfaces;
e) “de-icing/anti-Icing” means a procedure combining both the de-icing and the anti-
icing and that can be performed in one or two steps;
f) “drizzle” means fairly uniform precipitation composed exclusively of fine drops
(diameter less than 0.5 mm (0.02 in)) very close together where drizzle appears to
float while following air currents although, unlike fog droplets, drizzle falls to the
ground;
g) “frost” means a deposit of small, white ice crystals formed on the ground or other
surfaces where frost is formed by sublimation when water vapor is deposited upon a
surface whose temperature is at or below freezing;
h) “Ground de-icing/anti-icing programme” means a programme as approved by the
Authority under paragraph 4.0 of this Notice;
i) “operator” has the same meaning assigned to it under the Civil Aviation Regulations
2016;
j) “Precipitation intensity” means the indication of the amount of precipitation collected
per unit time interval where intensity is defined according to the type of precipitation
occurring, based either on rate of fall for rain and ice pellets or visibility for snow and
drizzle;
k) “slush” means water-saturated snow that will be displaced with a splatter by a heel
and- toe slap-down motion against the ground; and
l) “snow” means precipitation of ice crystals, mostly branched in the form of six pointed
stars where the crystals are isolated or agglomerated to form snowflakes.
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AIRCRAFT GROUND DE-ICING AND ANTI-ICING

DEICING
ANTI-ICING
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GROUND DE-ICING/ANTI-ICING PROGRAMME

Operator shall have a ground de-icing/anti-icing programme to comply with the clean aircraft
concept (‘CAC’).
4.2 Operator shall submit the ground de-icing/anti-icing programme to the Authority for
itsapproval.
4.3 Operator shall comply with the ground de-icing/anti-icing programme as approved
bythe Authority.
4.4 For the purpose of paragraph 4.1, CAC means a concept where an aircraft is
considered to be clean when all surfaces are completely clean or when all surfaces are
protected by de-icing and anti-icing fluid and the surface aerodynamic characteristics are
unaffected.
GROUND DE-ICING/ANTI-ICING PROGRAMME

Operator shall have a ground de-icing/anti-icing programme to comply with the clean aircraft
concept (‘CAC’).
4.2 Operator shall submit the ground de-icing/anti-icing programme to the Authority for
itsapproval.
4.3 Operator shall comply with the ground de-icing/anti-icing programme as approved
by the Authority
4.4 For the purpose of paragraph 4.1, CAC means a concept where an aircraft is
considered to be clean when all surfaces are completely clean or when all surfaces are
protected by de-icing and anti-icing fluid and the surface aerodynamic characteristics are
unaffected.
Operator shall—
a) ensure the aircraft surface is examined before take-off when there are ice or snow
conditions;
b) ensure inspection to detect and removal of de-icing and anti-icing fluid residues be
carried out by approved maintenance organization;
c) ensure journey log book contain details of provision for the time when groundde-icing
and/or anti-icing was started and the type of fluid applied, including mixture ratio
fluid/water and any other information required by the operator's procedures in order
to allow the assessment on whether inspections for and elimination of de-icing/anti-
icing fluid residues that could endanger flight safety are required
d) ensure the person who conduct the de-icing and anti-icing services arequalified and
trained in accordance with the ground de-icing/anti-icing programme;
e) ensure the de-icing and anti-icing services are provided in the location asspecified in the
ground de-icing/anti-icing programme; and
f) conduct quality inspection or cause to conduct quality inspection against theperson who
provide the de-icing and anti-icing services;
g) Description of the fluids, equipment and operating measures and includes how fluids
are test-ed, stored, used and contained, describe equipment available for operations,
and what the operator must know when testing, inspecting and operating the
equipment safely, the maintenance crew and ground de-icing crew shall be aware of the
multiple measures that can be used to minimize and remove frozen contamination
accretion while on the ground and methods to protect cleaned surfaces;
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h) develop an emergency response plan (ERP) in case of an emergency occurs during the
de- icing/anti-icing process and a means to communicate during the emergency
between parties in-volved;
i) establish a reporting system to ensure the quality of the programme and to explain the
re-porting structure within the organization; and
j) to establish a de-icing/anti-icing oversight programme which includes as follows:
1. to conduct inspection on any person engaged by the operator who provide the de-
icing andanti-icing services;
2. to conduct audit on all parts of the de-icing/anti-icing operation (required to check
the ongoing compliance with all regulations issued by authorities and conformity
with procedures and specifications of air operators, manufacturers and handling
agents);
3. to train all personnel involved in the de-icing/anti-icing services and ensure the
personnel is qualified;
4. to define and document methods and procedures (to guide personnel in the clear
and safeaccomplishment of all the tasks that are necessary for de-icing/anti-icing an
aircraft);
5. to document training records of all de-icing/anti-icing personnel (to ensure that all
trainingand skill requirements are fulfilled);
6. to publish documents required for the aircraft de-icing/anti-icing operation (to
ensure thecorrect accomplishment of all tasks);
7. to maintain equipment in such a way that quality operation is ensured; and
8. handle fluids in such a way that fluid quality is ensured
NOTICE 6406
AIRWORTHINESS NOTICE – AIRCRAFT GROUND DE-ICING AND ANTI-ICING
ROLES AND RESPONSIBILITIES Operator shall—
a) ensure the aircraft surface is examined before take-off when there are ice or snow
conditions;
b) ensure inspection to detect and removal of de-icing and anti-icing fluid residues be
carried outby approved maintenance organization;
c) ensure journey log book contain details of provision for the time when ground de-icing
and/or anti-icing was started and the type of fluid applied, including mixture ratio
fluid/water and any other information required by the operator's procedures in order
to allow the assessment on whether inspections for and/or elimination of de-icing/anti-
icing fluid residues that could endanger flight safety are required;
d) ensure the person who conduct the de-icing and anti-icing services are qualified and
trainedin accordance with the ground de-icing/anti-icing programme;
e) ensure the de-icing and anti-icing services are provided in the location as specified in the
ground de-icing/anti-icing programme; and
f) conduct quality inspection or cause to conduct quality inspection against the person
who pro-vide the de-icing and anti-icing services;
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CAD 6– PART 1
CAD 6. 8
All aeroplanes in icing conditions
6.8.1 An operator shall not operate an aeroplane in expected or actual icing conditions
unless it is certificated and equipped with suitable de-icing and/or anti-icing devices to
operate in icing conditions.
6.8.2 An operator shall not operate an aeroplane in expected or actual icing conditions
at nightunless it is equipped with a means to illuminate or detect the formation of ice. Any
illuminationthat is used must be of a type that will not cause glare or reflection that would
handicap crew members in the performance of their duties.
CAT.OP.MPA.250
Ice and other contaminants — ground procedures
a) The operator shall establish procedures for ground de-icing and anti-icing and related
inspections of the aircraft to allow the safe operation of the aircraft. [Edited wef 15
July 2019]
b) The PIC shall only commence take-off if the aircraft is clear of any deposit that might
adversely affect the performance or controllability of the aircraft, except as permitted
under (a) and in accordance with the AFM.
c) A flight to be planned or expected to operate in suspected or known ground icing
conditions shall not take off unless the aeroplane has been inspected for icing and, if
necessary, has been given appropriate de-icing/anti-icing treatment. Accumulation of
ice or other naturally occurringcontaminants shall be removed so that the aeroplane
is kept in an airworthy condition prior to take-off. [Inserted wef 15 July 2019]
CAT.OP.MPA.255
Ice and other contaminants — flight procedures
a) The operator shall establish procedures for flights in expected or actual icing
conditions.
b) The PIC shall only commence a flight or intentionally fly into expected or actual icing
conditions if the aircraft is certified and equipped to cope with such conditions.
c) If icing exceeds the intensity of icing for which the aircraft is certified or if an aircraft
not certified for flight in known icing conditions encounters icing, the PIC shall exit the
icing conditions without delay, by a change of level and/or route, if necessary by
declaring an emergency to ATC.
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Approved Maintenance Training Organisation

by Civil Aviation Authority of Malaysia

ISSUE 4 REVISION 0 (1ST JANUARY 2023)

FOR TRAINING PURPOSES ONLY i 1st Jan 2023

FOR TRAINING PURPOSES ONLY ii 1st Jan 2023

FOR TRAINING PURPOSES ONLY 1 1st Jan 2023

10.1 REGULATORY FRAMEWORK

CHICAGO CONVENTION ESTABLISHED:

FOR TRAINING PURPOSES ONLY 2 1st Jan 2023

FREEDOMS OF THE AIR

FOR TRAINING PURPOSES ONLY 3 1st Jan 2023

INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO)

b) ICAO maintains regional, to assist member state

FOR TRAINING PURPOSES ONLY 4 1st Jan 2023

FOR TRAINING PURPOSES ONLY 5 1st Jan 2023

FOR TRAINING PURPOSES ONLY 6 1st Jan 2023

Annex 6: Operation of Aircraft

FOR TRAINING PURPOSES ONLY 7 1st Jan 2023

Annex 8: Airworthiness of Aircraft

Annex 16: Environmental Protection

FOR TRAINING PURPOSES ONLY 8 1st Jan 2023

ROLE OF MINISTRY OF TRANSPORT

FOR TRAINING PURPOSES ONLY 9 1st Jan 2023

ROLE OF CIVIL AVIATION AUTHORITY MALAYSIA

FOR TRAINING PURPOSES ONLY 10 1st Jan 2023

Airworthiness Airworthiness Airworthiness Airworthiness Airworthiness

Non-Schedule Standard and

General Aviation Engineering

FUNCTION OF AIRWORTHINESS DIVISION

MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK

FOR TRAINING PURPOSES ONLY 11 1st Jan 2023

CAAM AIRWORTHINESS NOTICES

FOR TRAINING PURPOSES ONLY 12 1st Jan 2023

FOR TRAINING PURPOSES ONLY 13 1st Jan 2023

hh) Civil Aviation Guidance Material ² 6803 minimum equipment list

FOR TRAINING PURPOSES ONLY 14 1st Jan 2023

Duties and functions of the CEO .

2b it shall be the duty and function of the CEO .

PART II REGULATION OF CIVIL AVIATION

FOR TRAINING PURPOSES ONLY 15 1st Jan 2023

Civil Aviation Regulation 2016 (by ministry)

MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK

FOR TRAINING PURPOSES ONLY 16 1st Jan 2023

MALAYSIAN CIVIL AVIATION REGULATIONS (MCAR) 2016

FOR TRAINING PURPOSES ONLY 17 1st Jan 2023

CIVIL AVIATION (AMENDMENT) ACT 2018

THE SCHEDULE OF MCAR

FOR TRAINING PURPOSES ONLY 18 1st Jan 2023

RELATIONSHIP BETWEEN ALL PARTS IN CAAM CAD

FOR TRAINING PURPOSES ONLY 19 1st Jan 2023

CAD 8401 –1ST MAY2021 ( ISSUE 1 REV 0)

PART - M (CAD 6801) (CAD 6802) (CAD 8601) (CAD 8602)

PART - 147 (CAD 1821) MTO

PART - 66 (CAD 1801)

FOR TRAINING PURPOSES ONLY 20 1st Jan 2023

PART - 21 (CAD 8201) (CAAM PART 21 SUB PART G) CAD 8102

FOR TRAINING PURPOSES ONLY 21 1st Jan 2023

CAD 8102 ISSUE 01 REVISION 00 – 1S T MAY 2021

TYPE CERTIFICATE ONLY APPLICABLE TO

FOR TRAINING PURPOSES ONLY 22 1st Jan 2023

PART - 21 (CAD 8201 ) ( CAAM PART 21 SUB PART G ) CAD 8102

FOR TRAINING PURPOSES ONLY 23 1st Jan 2023

CAD 8102 – 1ST MAY 2021