Guidance To RTS

GUIDANCE MATERIAL
GUIDANCE MATERIAL TO SUPPORT OPERATORS AND

MAINTENANCE ORGANIZATIONS DURING THE AIRCRAFT
RETURN-TO-SERVICE PHASE, AFTER A SIGNIFICANT OR
HEAVY MAINTENANCE EVENT
APPLICABILITY: To all the EMBRAER Commercial and Executive aircraft in operation.
ORIGINAL ISSUE - 26 FEBRUARY 2021

REVISION 1 - 27 MAY 2021
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Copyright © 2021 by EMBRAER S.A. Confidential. All rights reserved.
GUIDANCE MATERIAL
TABLE OF CONTENTS
1. GENERAL CONSIDERATIONS .......................................................................................................................... 5

A. INTRODUCTION ....................................................................................................................................... 5
B. SCOPE ...................................................................................................................................................... 5
C. DEFINITIONS............................................................................................................................................ 6
D. ACRONYMS.............................................................................................................................................. 7
2. AERONAUTICAL MAINTENANCE ..................................................................................................................... 8
A. AIRCRAFT TECHNICAL DATA AND MANUALS ..................................................................................... 8
(1) General concepts to documentation content for return to service .............................................................. 8
(2) Service Bulletin ......................................................................................................................................... 13
B. MANAGEMENT AND PLANNING .......................................................................................................... 14
(1) General aspects ........................................................................................................................................ 14
(2) Organizational structure ............................................................................................................................ 15
(3) Maintenance Planning System ................................................................................................................. 16
(4) Maintenance Records ............................................................................................................................... 17
C. PERSONNEL .......................................................................................................................................... 18
(1) Staff ........................................................................................................................................................... 18
(2) Training and Qualification ......................................................................................................................... 19
D. FACILITIES AND RESOURCES ............................................................................................................. 20
(1) Equipment and Tools ................................................................................................................................ 20
(2) Material and Aeronautical Parts ................................................................................................................ 21
(3) Facilities .................................................................................................................................................... 21
E. QUALITY AND SAFETY ......................................................................................................................... 21
(1) Airworthiness............................................................................................................................................. 21
(2) Quality System .......................................................................................................................................... 22
(3) Safety Management Systems ................................................................................................................... 22
3. GUIDANCE FOR CHECKLIST DEVELOPMENT ............................................................................................. 23
A. BASIC VISUAL INSPECTION GROUP .................................................................................................. 23
(1) External Items Checklist ........................................................................................................................... 24
(2) Internal Items Checklist ............................................................................................................................. 26
B. INTERVENTION LEVEL GROUP ........................................................................................................... 26
C. CUSTOMIZED GROUP .......................................................................................................................... 29
4. FUNCTIONAL CHECK FLIGHT ........................................................................................................................ 29
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TERMS OF USE FOR INFORMATION CONTAINED IN THIS GUIDANCE MATERIAL
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for any damage or for any cause of action resulting from person’s use of this document.
Organizations shall be responsible for obtaining any continued airworthiness by National Authority Certification
and/or any other approval required for use of the maintenance Technical Data (whether in electronic, hard copy
or any other form), as required by applicable laws and regulations pertaining to the use of the maintenance
Technical Data.
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indirectly (a), claim any ownership of Intellectual Property or otherwise infringe upon any rights in any Intellectual
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GUIDANCE MATERIAL
This presentation is for informational purposes. The information contained in this document does not purport to
be all-inclusive. Neither EMBRAER nor its subsidiaries nor their respective affiliates, directors, officers,
employees, representatives or agents makes any representation or warranty as to the completeness of this
document, any information contained herein, or any supplemental information furnished in connection herewith.
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1. GENERAL CONSIDERATIONS
A. INTRODUCTION
An aircraft, while in-service, has all its systems verified to be functioning properly, and it is possible to know
that the aircraft is performing well as it was designed to comply with regulatory requirements established for
airworthiness. The regular maintenance, the check between flights that a line mechanic performs, the walk-
around inspection of the aircraft for obvious damage, required servicing, correction of discrepancies,
operational tasks, and preflight checklist that the flight crew completes also contribute to this standard of
airworthiness. All these precautions help to ensure the airworthiness of the aircraft.
When an aircraft is out of service for an extended period of time, such as a scheduled heavy maintenance
check, major portions of the aircraft can be disassembled for extensive overhaul, some aircraft systems can
have been dismantled for inspection and refurbishment or major modifications, and structural repairs to the
aircraft can have been performed. In this condition, the operational status, the aircraft configuration, and the
airworthiness of the aircraft must be verified.
An aircraft that is returned to service after extended downtime requires additional attention, mainly because,
whenever an aircraft is out of service, either system modifications or configuration changes may have been
implemented, and if preparations to return the aircraft to service are not properly executed, uncertainty or
risk may be introduced and affect the airworthiness of the aircraft.
In order to guarantee airworthiness of the aircraft after the downtime, it is important that protective measures
and the manufacturer's recommended maintenance instructions be carried out. When an aircraft is returned
to service after maintenance downtime, the appropriate checks and tests must be performed to ensure its
airworthiness. All aircraft systems that were disturbed during maintenance should be operationally tested
according to the aircraft manufacturer's instructions or equivalent operator instructions. The actions taken
by each person involved in returning the aircraft to service are critical to ensure the airworthiness of the
aircraft. Following these fundamental practices can help the maintenance organizations to ensure the
airworthiness of an aircraft returned to service after extended downtime.
As a result, the process for returning an aircraft to service after extended downtime for maintenance must
include attention to controlled, repeatable maintenance processes.
B. SCOPE
This material has the purpose of presenting to the operators a guidance material with the best practices to
support operators and maintenance service providers in the aircraft release-to-service process, after
complex maintenance events, aiming at assisting the organization's quality system. This guidance is out of
airworthiness scope and shall not be considered a means to ensure the aircraft certification standards. This
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guidance is informative only and shall be used as an initial reference for the operators and maintenance
organizations to optionally develop their own material in the scope of quality enhancement of their services.
The maintenance activities with complex tasks combinations, task packages, or complex troubleshooting
can require specific monitoring procedures for its close-up and aircraft return to service, which must be
subject to evaluation by the maintenance organizations and operators. In these situations, support from the
manufacturer can be obtained.
The information contained herein provides generalized guidelines only and does not annul, amend, or
complement instructions contained in the EMBRAER maintenance publication.
As the combination of tasks performed during a heavy maintenance check is unique, the guidelines
suggested herein, if adopted, shall be completed and expanded by the maintenance organizations
considering its maintenance package applied particularly.
The guidance contained herein is conceived to be adopted by the organization as an initial template version
to be continuously enhanced by the organization in accordance with its experience and lessons learned,
gathered from its own quality system. This guidance, once adapted by the organization, should be expanded
and improved according to organization’s own policy or procedures, reflecting its operation on its best.
C. DEFINITIONS
Administrator: means an authorized person who is empowered by the Organization to receive an exclusive
User I.D. and to enter into Agreements on behalf of the Organization.
Authorized User: means any and all individuals employed by the Organization authorized by the
Administrator to access and use the Embraer Site.
Internal Evaluation: A comprehensive, continual monitoring process that is initiated and managed by the
organization with the objective of promoting attitudes and procedures that build quality into a product.
Work cards: cards issued to the workman showing details of the work to be done. Usually contains provision
for recording start and completion times and the estimated target or standard hours, sometimes referred to
as job cards or task cards.
For other terms and definitions not described in this topic, it is recommended the ATA Common Support
Data Dictionary (CSDD) as a base of knowledge.
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D. ACRONYMS
AD Airworthiness Directives
AIPC Aircraft Illustrated Parts Catalog
ALI Airworthiness Limitation Item
ALL Aircraft Component Life Limit
AMTOSS Aircraft Maintenance Task Oriented Support System
AMOC Alternative Methods of Compliance
AMM Aircraft Maintenance Manual
AMP Approved Maintenance Program
ATE Automated Test Equipment
CAMP Continuous Airworthiness Maintenance Program
CAS Crew Alerting System
CDL Configuration Deviation List
CDCCL Critical Design Configuration Control Limitation
CMM Component Maintenance Manual
CMR Certification Maintenance Requirement
COC Customer Originated Changes
CSDD Common Support Data Dictionary
DDPM Dispatch Deviations Procedures Manual
DET Detailed Dimensional Inspection
EWIS Electrical Wiring Interconnection System
EZAP Enhanced Zonal Analysis Procedure
FCF Functional Check Flight
FSL Fuel System Limitation
FIM Fault Isolation Manual
GSE Ground Support Equipment
GVI General Visual Inspection
IBR Incorporated By Reference
ICA Instructions for Continued Airworthiness
IEP Internal Evaluation Program
IPC/AIPC Aircraft Illustrated Parts Catalog
ITEM Illustrated Tool and Equipment Manual
LRU Line Replaceable Unit
MPD/MPG Maintenance Planning Document / Guide
MPP Maintenance Practices and Procedures
MRB Maintenance Review Board
MRO Maintenance Repair and Overhaul
NDI Non-Destructive Inspection Manual
NDT Non-Destructive Testing Manual
PMA Parts Manufacturer Approval
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QCM Quality Control Manual

RC Required for Compliance
RD Regulatory Data
RII Required Inspection Item
SDI Special Detailed Inspection
SMRD Scheduled Maintenance Requirements Document
SMS Safety Management System
SRM Structural Repair Manual
SB Service Bulletin
SUP Suspected Unapproved Parts
SWPM Standard Wiring Practices Manual
A list of Acronyms and Abbreviations is presented in the Introduction of each Maintenance Manuals.
2. AERONAUTICAL MAINTENANCE
A. AIRCRAFT TECHNICAL DATA AND MANUALS
The safe condition of an aircraft after maintenance activities is a final result of all applicable airworthiness
requirements being duly complied with. The maintenance manuals meet all the requirements set by the
aviation authorities and include all the necessary information for the safe job close-up of each task, including
the correct installation of the parts and components. Those tasks, if duly followed, guarantee the safe
termination and return to service, even considering complex combination of tasks, tasks packages or
troubleshooting.
(1) General concepts to documentation content for return to service
The methods, techniques, and practices used to accomplish maintenance services include, but are not
limited to, Aircraft Maintenance Manuals (AMMs), Structural Repair Manuals (SRMs), Component
Maintenance Manuals (CMMs), Aircraft Illustrated Parts Catalog (AIPC)/ Illustrated Parts Catalog (IPC),
Fault Isolation Manual (FIM), Standard Wiring Practices Manual (SWPM), Maintenance Planning
Document / Guide (MPD/MPG), Scheduled Maintenance Requirements Document (SMRD), Non
Destructive Testing Manual (NDT)/ Non Destructive Inspection Manual (NDI), overhaul manuals, repair
manuals, other Instructions for Continued Airworthiness (ICA), service letters, service bulletins,
airworthiness directives, or type certificate holder engineering orders/instructions.
Warnings, Cautions, and Notes are used to highlight or emphasize important points when necessary.
They call attention of the user about safety, precautionary, or additional information to make the job safer,
easier, and more efficient.
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Color and grayscale are used to aid the understanding of a text and/or a graphic and, with familiarity, to
assist in the recognition of the various elements that compose a piece of information or an illustration. It
should enhance the readability but must not be used in such way that the understanding of the technical
content is reliant on color. The loss of color must not impede the understanding of the technical content.
Symbols can be used to ensure quality and requirements identification in the maintenance procedures
and/or task cards being noted with flags, stamps and markers. This can be useful as tracking information
into the maintenance planning systems to assure quality system verification and maintenance records.
Temporary revisions imply urgent matters and are issued when it is necessary to advance information to
the operators. They are always incorporated into the first permanent revision following their publication.
For AMM, some relevant points can be quoted:
(a) It contains the information required to service, functionally check, and repair all aircraft systems and
equipment, either in the line or in a maintenance hangar. It also contains information about the inspection
and maintenance of the aircraft structure; however, full information about the repair to the aircraft
structure is contained in the SRM.
(b) It contains the necessary data to cover the scheduled maintenance procedures prescribed by the
MRB document and MPD/MPG/SMRD, and also the deactivation/reactivation procedures related to the
DDPM and CDL, if applicable.
(c) Although the AMM as a whole is not submitted to Authority for approval, there are Enhanced Zonal
Analysis Procedure (EZAP)-derived EWIS ICA-approved tasks in the Maintenance Practices and
Procedures (MPP - AMM Part II). These tasks are properly identified as EWIS ICA, Fuel Tanks Safety,
and EWIS ICA requirements, if applicable to the type certificate.
(d) Regulatory Data (RD) content must not be changed or deleted by the owner or operator. This wording
must be visible to the mechanic as part of the procedure.
(e) Steps for assuring that the component / system is in satisfactory adjustment and is functioning within
established performance standards subsequent to the installation or reactivation are included in proper
sequence in the procedure.
(f) The shop level maintenance information is contained in the vendor's Overhaul Manual. The capability
list must identify each article by make and model or other nomenclature designated by the article's
manufacturer and must comply with the applicable instructions.
For SRM, some relevant points can be quoted:
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(a) The SRM gives supportive information for typical repairs to the Aircraft Structure. Basically, the
information contained in the manual lets the operators identify and assess damage and restore the
structural integrity of the aircraft by doing repairs or replacing the damaged parts.
(b) All the repair instructions and allowable damage data contained in this manual that affect the aircraft
integrity have been approved by the Brazilian regulatory authority. Allowable damage data are intended
to let an operator know whether a damaged aircraft can be returned to service with or without a repair.
Repair instructions are included in the manual as a complement to the coverage of allowable damage
applicable to the structural elements of the aircraft.
For CMM, this relevant point can be quoted:
(a) CMM contains the maintenance procedures applicable to components on a workshop bench. The
manual shall contain sufficient details for the return of the component to a serviceable condition.
For AIPC/IPC, some relevant points can be quoted:
(a) AIPC/IPC is intended for use in requisitioning, storing, furnishing, identifying replacement parts, and
illustrating assembly and disassembly relationships. Each figure in the manual consists of illustrations
and detailed parts list. The illustrations reflect the spare parts contained in the parts list.
(b) Interchangeability Class is presented in the manual and gives the interchange connection between
the replaced part (old part number) and the replacing part (new part number).
(c) Part numbers of required placards for aircraft dispatch are also provided in the “Required Placards
for Dispatch List”, if applicable.
For FIM, some relevant points can be quoted:
(a) The FIM gives the information necessary to aid the user in the identification, isolation and elimination
of the faults detected in flight and/or on the ground. It provides summarized information and procedures
to isolate and repair faults of the aircraft, in order to avoid or reduce dispatch delays and improve the
dispatch reliability. It will, at all times, give sensible and practical fault diagnosis to the users of this
publication.
(b) The manual covers CAS Messages (if applicable), Maintenance Messages (if applicable), alerts,
Cabin and Observed Faults. It is assumed in the fault isolation manual that the fault was caused by a
single failure, and not by multiple simultaneous failures, and other aircraft maintenance being done at
the same time as the fault isolation does not influence the result of any step of the fault isolation
procedure.
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(c) Although not explicitly stated in each fault isolation procedure, the standard aircraft maintenance
safety precautions described in AMM Chapter 20 - Standard Practices, “Aircraft Maintenance Safety
Procedures” must always be obeyed.
(d) The technical data for the FIM is based on the functions and failure modes of the aircraft systems.
The operator's maintenance and operations experience can be used to update the failure modes
contained in the manual.
(e) The operators and maintenance organizations can, at their discretion, use alternative replacement
procedures or policies that have already been approved for troubleshooting and that are in use by the
airline. These alternative replacement procedures include experimental replacement of parts, use of
parts obtained from different aircraft of the same fleet, interchange of equivalent parts of the same
aircraft, etc. Therefore, the operators must take responsibility for all applicable precautions, such as
software reloading and equivalency. The AMM references for removing and installing the components
are always given in the fault isolation task. It is always assumed that the LRU being interchanged does
not have any failure.
For SWPM, some relevant points can be quoted:
(a) It contains a compilation of standard practices, to repair or maintain the aircraft, engine/propeller and
the aircraft-related wiring. Although the SWPM as a whole is not submitted to Authority for approval,
there are EWIS ICA-approved tasks in the SWPM, if applicable to the type certificate. They are not EZAP-
derived tasks and are considered to support the execution of the AMM procedures.
(b) The EWIS source document consists of a single document that provides references to the EZAP-
derived EWIS ICA data contained in the maintenance manuals, if applicable to the type certificate.
(c) The EWIS ICAs also include protections and caution instructions/information that will minimize
contamination and accidental damage to the EWIS during the performance of maintenance, alterations,
or repairs. It is important that the operator and maintenance organizations apply these instructions when
performing maintenance, if applicable to the type certificate.
For MPD/MPG/SMRD, some relevant points can be quoted:
(a) It provides the operators with a single place to find all the information related to the maintenance
requirements applicable to each fleet and maintenance planning information necessary to develop a
customized scheduled maintenance program from the Maintenance Review Board and from
manufacturer recommended maintenance requirements.
(b) Maintenance requirement is defined as every action that needs to be performed periodically in order
to avoid hazard to the aircraft that may have economic or safety impact. Maintenance Review Board
Report (MRBR) Requirements and intervals are considered as initial minimum program for entry into
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service. The source of the requirement and criticality are classified as: Maintenance Review Board
Report (MRB), Certification Maintenance Requirement (CMR), Aircraft Component Life Limit (ALL),
Airworthiness Limitation Item (ALI), Manufacturer's recommendations (REC), National Regulations in the
country of origin of the aircraft (NR), Airworthiness Directives (AD), Fuel System Limitation (FSL).
(c) Along with the maintenance requirements stablished in the continued airworthiness maintenance
program, if applicable to the type certificate, the owner/operator shall establish details and responsibilities
to accomplish the maintenance procedures required and associated technical manuals. The
effectiveness of the aircraft maintenance program shall be monitored by each owner/operator's system
for continued analysis and surveillance, as required by its Local Regulatory Authority.
For NDT/NDI, some relevant points can be quoted:
(a) It presents nondestructive inspection procedures to detect structural failures. Nondestructive

inspection methods require application by trained, experienced, and proficient technicians. The reliability
of the inspection results depends upon the proper application of the readings taken from the inspection
equipment. Procedures shall be defined, including effectivity, tooling/equipment, preparation, equipment
calibration, inspection procedure, evaluation and acceptance/rejection standards.
(b) A nondestructive inspection method comprises a family of methods that investigate the quality and
integrity of materials and components, without damaging or impairing their serviceability by using
magnetic particle, dye-penetrant, eddy current, ultrasonic, radiographic inspections, etc.
(c) The visual/optical methods required are contained in the GVI, DET and SDI (e.g. borescope) tasks.
Usually, those inspections are done with fixed borescopes, a flexible fiberscope, and/or a monocular
magnifier.
For COC (if applicable), some relevant points can be quoted:
Customer Originated Changes (COC) are customer requests for EMBRAER to change their customized
and/or dedicated Non-Operational Technical Publications to comply with specific requirements. It is the
customer’s responsibility the technical content, correctness, completeness, and applicability of COC
data, as well as to provide EMBRAER with the COC, considering the exact aircraft configuration, resulting
from EMBRAER modifications or Service Bulletins.
The customer's information covered by COC corresponds to those originating from, such as: i)
modifications of the product generated by STC, ii) incorporation of Buyer Installed Equipment (BIE) and
its Service Bulletins; iii) modification or removal of incorporated changes (example: aircraft re-sale,
aircraft conversion from passenger to cargo).
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(2) Service Bulletin
Service Bulletin transmits instructions for modification or special inspections prepared by the aircraft,
equipment, and component manufacturers, which are required for support of the operators' products.
The SB is usually approved by the certification authorities. They are classified as Simplified, Standard or
Alert Service Bulletin.
It provides the necessary information to enable the airline or repair shop organization to plan
modifications or specific inspections on the aircraft, equipment, or component, and the procedures for
the maintenance personnel to accomplish them. The SBs usually present to customers: i) modifications
to aircraft, engine/propeller or accessory including embedded software, ii) substitution of parts; iii) special
inspections/checks; iv) reduction of existing life limits for components; v) conversion from one engine
model into another, vi) changes that affect interchangeability of parts, vii) certification requirements and
safety aspects.
Major repairs and alterations require “approved data”. Service Bulletins (SB) can be a document under
authority-approved data considering the stablished bilateral agreements between countries and national
authorities. SBs are not required unless they are referred to in an AD note or if compliance is required
as a part of the authorized inspection program.
The section “References” of the document states source of information used in the preparation of the
Service Bulletin, while section “Other Publications Affected” lists the publications that will require
revisions to their information as a consequence of the accomplishment of the present SB.
Accomplishment instructions are presented in a standard step-by-step arrangement and, depending on

the complexity of the job, the majority of the instructions are presented in a logical sequence of
accomplishment, and the detailed instructions are presented in the illustrations. After all instructions are
accomplished, SB accomplishment must be recorded in the applicable documents.
When an SB states a Required for Compliance (RC) content, the steps in an SB must be done for
compliance with an AD. Steps with the RC notation have a direct effect on detecting, preventing,
resolving, or eliminating the unsafe condition identified in an AD. The RC notation should only be used
in SBs that will be incorporated by reference (IBR’d) in an AD.
Once an SB using the RC concept is IBR’d in an AD, any substitutions or changes made to the RC steps
by owners and operators will require an AMOC. Owner and operator substitutions or changes made to
non-RC steps will not require an AMOC if the RC steps can be completed and the aircraft returned to a
serviceable condition.
Make sure that the steps that contain the terminology “in accordance with …” must be followed as
described to accomplish a task in an SB. For terminology “refer to …” that is cited in the document, the
operator’s authority-accepted procedure could also be used.
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B. MANAGEMENT AND PLANNING
(1) General aspects
Besides the manufacturer's recommended maintenance instructions, in order to ensure the aircraft
certification, standards were kept and not affected by complex maintenance tasks and/or task
combinations. It is also important that the organizations have documented, and communicated to the
persons required, all the accepted practices and procedures to which all work under the organizations
will be performed.
The documentation should provide a detailed explanation of the maintenance and inspection system
employed by the organization, covering since the receiving of articles through the final inspection of those
articles processed at this facility.
The documents should explain the organization operations and quality control system in detail, including
the continuity of inspection responsibility. They should give a detailed explanation of all portions of the
inspection system.
The organizations and its contractors must adhere to quality control system to ensure the airworthiness
of the articles on which maintenance; preventive maintenance or alterations are performed.
The organizations should be committed to implementing, developing and improving strategies,

management systems and processes to ensure that all aviation activities uphold the highest level of
safety performance and meet national and international standards, developing a safety culture, defining
accountabilities and responsibilities, ensuring adequate and appropriate aviation safety information and
training, etc.
The organizations should have a manual that ensure that the Maintenance Organization maintains the
Instructions for Continued Airworthiness (ICA) up to date for planning and making available for
maintenance of the aircraft, according to the operations specifications, establishing the necessary
coordination with other sectors of the Organization or contractors.
It is recommended that the design and implementation of an Internal Evaluation Program (IEP), which
stablishes procedures and practices, increase the awareness of management and all employees of their
responsibility to promote continuous compliance with all regulatory requirements and good operating
practices.
Some events can be mitigated if an Internal Evaluation Program is implemented, such as: i) failure to
maintain and follow a quality control system, ii) failure to maintain and use the equipment, materials, and
data, iii) inadequate or noncurrent personnel records, iii) performing work for which the organization is
not authorized, iv) failure to follow the requirements of capability list.
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Although the National Authority provides standards and guidance and promotes compliance through its
surveillance, enforcement, and other programs, it is the operators and maintenance providers primary
and ultimate responsibility to verify that their operations are continuously in compliance with all regulatory
requirements.
Person in charge of maintenance shall be aware of type and configurations of the aircraft, scheduled and
unscheduled maintenance foreseen and the capability for maintenance according to respective facility.
The organizations manual should provide procedures for the preparation of the necessary service, which
describe the maintenance tasks, ensuring compliance with the maintenance program and work
packages.
(2) Organizational structure
In general, the Organization Manual can cover: i) administrative policies and procedures, ii) instructions
for the administration, management, and accomplishment of the elements of maintenance program and
iii) technical data that describe maintenance standards, methods, techniques, and procedures.
While there is no regulatory requirement to separate the maintenance organization from the required
inspection organization, there is a requirement when performing both maintenance and required
inspection works to organize the performance of those functions so as to separate the maintenance
function from the required inspection function.
The organization manual should contain: i) an organizational chart, ii) procedures for maintaining rosters,
iii) description of housing, facilities, and equipment, iv) procedures for revising the capability list and
conducting a self-evaluation (audit), v) procedures for revising the training program, vi) procedures
governing work done at another location, vii) procedures for working on air carrier aircraft, viii) description
of the required records and record keeping, ix) procedures for revising the organization manual, x)
description of the system to identify and control the sections of the manual.
The organization should establish and maintain a quality control system that ensures the airworthiness
of the aircraft on which the organization performs maintenance, preventive maintenance, or alterations.
The organization personnel should follow the quality control system when performing maintenance,
preventive maintenance, or alterations under the organization certificate and operations specifications.
The organization should prepare and keep a quality control manual up-to-date.
Organizations should ensure that maintenance/inspection shift turnover be done with complete
information, so that oncoming personnel can be made aware of complete/incomplete work, and the
documentation of incomplete work be duly registered. Organizations manual should specifically address
methods to ensure proper turnover during shift changes, e.g., briefings, standard forms, reinforcement
of steps execution.
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Organizations should identify and manage the risks associated with the external provision of processes,
products, and services, as well as the selection and use of external providers including sources identified
by the customer, based on their ability to provide processes or products and services in accordance with
the requirements.
(3) Maintenance Planning System
A Maintenance Planning System provides forward planning and scheduling in support of maintenance
program requirements and work scope. Includes resource assignment and sequence planning in support
of downstream execution. It is important that the system includes authoring functions and fully annotate
engineer task cards with resources, dependencies, sequencing and other linkage for airline or MRO use.
Work scope is the set of maintenance requirements from an operator Approved Maintenance Program
(AMP) and additional non-AMP items grouped for the purposes of estimation, quotation, contractual
negotiations, and agreement. Work scope is used for resourcing and planning through creation of work
orders within a Work Package.
Operator’s maintenance program should ensure that each aircraft released to service is airworthy and
properly maintained for operations in air transportation and that everyone who works on aircraft follows
operator’s respective manual and program. Operator retains primary responsibility for the performance
and approval of the maintenance done by that maintenance provider.
The work package is an executable grouping of work orders with referenced and/or contained task cards
(routine and non-routine) comprising a single check (e.g. transit, overnight, daily, weekly, C-check, etc.).
It may exist and be subject to data evaluation with varying degrees of “completeness” and “executability”.
All those task cards containing maintenance requirements with content controlled by subject being
approved or accepted by Regulation Authorities, such as AD, ALI, CMR, CDCCL, FSLI, EWIS, RII, etc.,
should be object of a detailed inspection by quality control system.
Required Inspection Items (RIIs), if applicable, should include at least those tasks that could result in a
failure, malfunction, or defect that endangers the safe operation of the aircraft if the task is not completed
properly or if improper parts or material are used. If other persons perform maintenance tasks for
organization, the operator may authorize them to accomplish your RII requirement, provided that
organization manual satisfies the regulatory requirements. Since RIIs are defined in the procedures,
standards, and limits in an Original Equipment Manufacturer (OEM) manual, the operator will have to
develop these and put them in the organization manual. It should specify the method of performing
required inspections.
Maintenance Function Code is stablished in the task and subtask AMTOSS numbering system to define
each type of activity. This classification can be useful for planning in terms of type of skill, man-hours
and elapsed hours estimation.
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GUIDANCE MATERIAL
The Aircraft Maintenance Manual, Maintenance Planning Document/Guide, Scheduled Maintenance

Requirements Document, and Aircraft Illustrated Parts Catalog are source material for creating task
cards. The Component Maintenance Manual and the Engine/Propeller Manual are used by some airlines
and repair shops for the creation of shop or engine/propeller overhaul task cards.
Reporting findings, as a result of corrective action directly related to maintenance execution, or additional
maintenance tasks to be executed can be documented through creation of new work orders (non-routine
cards) in the work package.
It is recommended as a reference of work package technical content iSpec2000 Chapter 18. This
standard provides specifications for the development and exchange of work orders, work packages,
maintenance tasks, and maintenance accomplishment records between the operator and the
maintenance provider. Work Package Data Exchange specification of this standard is intended to cover
the primary use cases for data exchange between an airline and a typical third-party MRO providing a
heavy check, and it can be useful for technical reference.
(4) Maintenance Records
Use of work cards is a simple means of complying with maintenance performance and recordkeeping
regulations. Work cards provide a control element to the performance of maintenance. They also provide
the means of ensuring that all maintenance personnel comply with the organization manual and
recordkeeping requirements. It may also document the results of inspections, checks, and tests for data
collection and analysis.
Making a record of certain summary information supports identification of the current inspection and
airworthiness status of your aircraft. The signature constitutes the approval for return to service only for
the work performed.
It is important that each subtask of work card, which is identified with a maintenance function code, such
as removal, cleaning, inspection/check, repair, installation, material and aircraft handling,
servicing/preserving/ lubricating, testing/check, etc., be tied with the respective signature to approval for
return to service.
Make sure that the recordkeeping requirements are duly available, such as: i) total time in service, ii)
current status of each life-limited part, iii) time since last overhaul, iv) current inspection status of the
aircraft, v) current status of applicable ADs, vi) current major alterations of each airframe,
engine/propeller, vii) airworthiness release form, etc.
Organizations manual should include detailed procedures for accomplishing the Airworthiness Release
Form or log entry after operators accomplish any maintenance on aircraft. Procedures should include
processes designed to ensure that you do not operate your aircraft after any maintenance, preventive
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GUIDANCE MATERIAL
maintenance, or alteration is accomplished, unless you complete the Airworthiness Release Form or
maintenance log entry, following four certifications consistent with statutory considerations for
operations: i) the work was performed in accordance with the requirements of organization manual; ii) all
items required to be inspected were inspected by an authorized person who determined the work was
satisfactorily completed; iii) no known condition exists that would make the aircraft unairworthy; and iv)
so far as the work performed is concerned, the aircraft is in condition for safe operation.
C. PERSONNEL
(1) Staff
Organizations should provide qualified personnel to plan, supervise, perform, and approve for return to
service the maintenance, preventive maintenance, or alterations performed.
Whenever a maintenance action is being planned, it is critical that the technician understands exactly: i)
what he/she is going to do; ii) how that work is classified by the organization/authority; iii) what type of
documentation is required to support this activity. First consider whether it is a repair or an alteration.
Repair basically returns the aircraft to its previous or unaltered condition, while an alteration, on the other
hand, always changes or modifies the aircraft from its previous state.
It is important that the organization ensures it has a sufficient number of employees with the training or
knowledge and experience in the performance of maintenance, preventive maintenance, or alterations
authorized by the organization certificate and operations specifications to ensure that all work is
performed in accordance with the requirements and have the appropriate persons for the appropriate
responsibilities:
(a) Personnel responsible for performing maintenance per the requirements, proper documentation of
maintenance actions on appropriate forms, work orders, tags, or aircraft logs, which ensures that safe
work practices are followed and ensure proper handle of all aircraft parts and components.
(b) Personnel responsible for directing the work performed, who should oversee the work performed by
any individuals who are unfamiliar with the methods, techniques, practices, aids, equipment, and tools
used to perform the maintenance, preventive maintenance, or alterations.
(c) Inspection personnel who should ensure that persons performing inspections are familiar with the
applicable regulations and with the inspection methods, techniques, practices, aids, equipment, and tools
used to determine the airworthiness of the article on which maintenance, preventive maintenance, or
alterations are being performed; and proficient in using the various types of inspection equipment and
visual inspection aids appropriate for the article being inspected. The organization should ensure its
inspectors understand, read, and write English.
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GUIDANCE MATERIAL
(d) Personnel authorized to approve an article for return to service, that is airworthy and safe for
operation, responsible for the regulatory oversight with regard to return to service of aircraft and
components, to ensure that all articles are approved for return to service in accordance with approved
data, to ensure all maintenance documentation and/or inspection records and forms used are properly
executed. The person authorized to approve an article for return to service under the organization
certificate and operations specifications should be appropriately certificated.
(e) Personnel responsible for establishing, measuring and controlling each inspection process that
affects airworthiness within their areas of responsibility, to take corrective action on deficiencies that are
related to aeronautical articles or that are related to maintenance and/or inspection processes and to
ensure the safety of personnel, the quality of work performed and the delivery of products and services.
Organizations should determine, provide, and maintain a suitable environment necessary for the
operation of its processes, considering a combination of human and physical factors, such as: social
(e.g., non-discriminatory, calm, non-confrontational), psychological (e.g., stress-reducing, burnout
prevention), physical (e.g., temperature, heat, light, airflow).
Each person performing maintenance, alteration, or preventive maintenance on an aircraft, engine,

propellers, or appliance shall use the methods, techniques, and practices prescribed in the current
manufacturer's maintenance manual or Instructions for Continued Airworthiness prepared by its
manufacturer. Each person shall do that work in such a manner, and use materials of such a quality, that
the condition of the aircraft, airframe, aircraft engine, propellers, or appliance worked on will be at least
equal to its original or properly-altered condition.
(2) Training and Qualification
The organization should have and use an employee training program that should ensure that each
employee assigned perform maintenance, preventive maintenance, or alterations, and inspection
functions is capable of performing the assigned task.
(a) Personnel will receive the training necessary to ensure that they are competent to perform the work
for which they are assigned in a safe, effective, and efficient manner in accordance with company policies
and authority’s requirements.
(b) The certificated mechanic should be able to read, write, speak, and understand the English language.
(c) The certificated mechanic should have practical experience with the procedures, practices, materials,
tools, machine tools, and equipment generally used in constructing, maintaining, or altering airframes, or
powerplants appropriate to the rating sought and practical experience concurrently performing the duties
appropriate to both the airframe and powerplant ratings.
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GUIDANCE MATERIAL
(d) A certificated mechanic should understand the current instructions of the manufacturer, and the
maintenance manuals, for the specific operation concerned.
(e) Inspection personnel are required to be thoroughly familiar with all inspection methods, techniques,
and equipment used in their area of responsibility, to determine the quality of airworthiness of an article
undergoing maintenance, repair or alterations.
(f) All supervisors, inspectors and production personnel are required to be thoroughly familiar with the
requirements of organization documentation, regulations, airworthiness directives, manufacturer’s
service bulletins and letters.
Organizations should determine the knowledge necessary for the operation of its processes and to
achieve conformity of products and services. When addressing changing needs and trends, the
organization should consider its current knowledge and determine how to acquire or access any
necessary additional knowledge and required updates. This organization knowledge is generally gained
by experience.
This ensures that persons involved in continuing airworthiness management, or maintenance activities,
are appropriately identified, qualified, and certified in accordance with competent authority requirements.
D. FACILITIES AND RESOURCES
The organization should consider the capabilities of, and constraints on, existing internal resources, which
needs to be obtained from external providers, and the availability of tools, equipment, maintenance data,
facilities, materials, and necessary qualified persons, at the time the tasks are accomplished, to ensure the
safe completion of activities.
(1) Equipment and Tools
Illustrated Tool and Equipment Manual (ITEM) contains all information of Ground Support Equipment
(GSE) used for the accomplishment of maintenance tasks. The GSEs presented may be replaced by an
equivalent or similar tool, provided the other GSE meets the same technical specification and, if
applicable, is in accordance with the local regulations.
Equipment, tools, and programs used by the organization should be those defined by the technical data
or demonstrated as equivalent, prior to use. When measurement traceability is a requirement, measuring
equipment must be calibrated or verified, or both, at specified intervals, or prior to use, against
measurement standards traceable to international or national measurement standards.
The organization should maintain a register of the monitoring and measuring equipment, including, but
not limited, test hardware, test software, automated test equipment (ATE).
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GUIDANCE MATERIAL
(2) Material and Aeronautical Parts
The AIPC/IPC is used in the identification and requisition of replaceable aircraft parts and units.
Organizations performing maintenance should do the work in such a manner, and use materials of such
a quality, that the condition will be at least equal to its original (regarding qualities affecting airworthiness).
An organization can fabricate a part for installation on a type-certificated product for current and
anticipated in-house repairs. However, if they want to sell their fabricated parts separately (i.e., outside
the course of performing maintenance or an alteration), they must obtain a Parts Manufacturer Approval
(PMA).
Suspected Unapproved Parts (SUP) are parts, components, or materials that may not be approved or
acceptable. Some appear to be as good as the part manufactured from authority-approved source;
however, there may be manufacturing processes that were not performed in accordance with authority-
approved data or possibly not performed at all, and that would not be readily apparent to the purchaser.
The approval for return to service after maintenance of materials and parts thereof is the responsibility
of the person who performs the maintenance and who signs the record for approval for return to service.
(3) Facilities
Organizations should determine, provide, and maintain the infrastructure necessary for the operation of
its processes and to achieve conformity of products and services. It can include: i) buildings and
associated utilities, ii) equipment, including hardware and software, iii) information and communication
technology, iv) means to segregate articles and products, as required (e.g., serviceable from
unserviceable, aviation from non-aviation).
E. QUALITY AND SAFETY
(1) Airworthiness
An organization that performs maintenance for an operator that has a continuous airworthiness
maintenance program (CAMP) should follow operator's program and applicable sections of its
maintenance manual. It should establish and maintain a quality control system acceptable to the
Authority that ensures the airworthiness of the articles on which the organization or any of its contractors
performs maintenance or alterations.
A certificated organization should certify on an article's maintenance release that the article is airworthy
with respect to the maintenance or alterations performed after an inspector inspects the article on which
the organization has performed work and determines it to be airworthy with respect to the work
performed.
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GUIDANCE MATERIAL
(2) Quality System
The establishment of a Quality management system should result in improved quality, cost, and delivery
performance through organization with a wider application of good practice. Potential benefits are
addressing risks and opportunities and demonstrate conformity to specified management system
requirements. A process approach (Plan-Do-Check-Act) enables an organization to plan its processes
and ensures that they are adequately resourced and managed.
Top management may demonstrate commitment such as: ensuring the integration of the quality
management system requirements into the organization’s business processes and ensuring that the
resources needed are available, the safety policy and safety objectives are established, and the
corrective actions (in particular resulting from the audits) are implemented in due time.
A detailed record of all work performed by organization shall be kept. A copy of each work order with all
supplemental forms will be maintained. Each work record is checked for work accomplished, parts used,
and proper sign-off of by production and inspection authorized personnel who performed the work.
Persons authorized to perform maintenance should indicate completion of work assigned to the
applicable work order for the product involved. An authorized inspector should sign off inspections in the
applicable block on the work forms. The signature constitutes the approval for return to service only for
the work performed.
Organizations should implement provisions under controlled conditions that ensure that maintenance
operations do not adversely affect the airworthiness of the article outside the scope of the work ordered.
It should maintain the identification of the configuration of the products and services in order to identify
any differences between the actual configuration and the required configuration.
The content of the following documents is recommended to be known and considered:

- SAE AS 9110 - Quality Management Systems – Requirements for Aviation Maintenance Organizations
(3) Safety Management Systems
Safety Management System (SMS) means the formal, top-down, organization-wide approach to
managing safety risk and assuring the effectiveness of safety risk controls. It includes systematic
procedures, practices, and policies for the management of safety risk. It should include at least the
following components: i) Safety policy, ii) Safety risk management, iii) Safety assurance, iv) Safety
promotion.
The Organizations are encouraged to develop and maintain processes to analyze safety risks associated
with the hazards identified within the context of their own system analysis. To implement and maintain a
management system (MS), including the management of safety risks, and aim at its continuous
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GUIDANCE MATERIAL
improvement, supported by the establishment of an occurrence-reporting system, a systematic

identification of hazards and a risk management system will enhance aviation safety operation.
Whereas aircraft has a product-centric safety analysis, the organizations shall envision an organization-
centric analysis focusing on their operations. Continuous safety improvement supported by the
establishment of an occurrence-reporting system can mitigate the risk associated to operations and
consequently ensure an error capturing method according to critical condition observed.
New approaches for initial and continuing airworthiness domains establish a combination of the SMS
requirements with the "quality system" for production organizations and the "design assurance system"
for design organizations respectively, and it is consensus that ‘management system’ terminology is in
line with the principles of the basic regulation for continued airworthiness. It is important to highlight that
subcontracted organizations should work under the management system of subcontracting
organizations.
Some safety benefits in the SMS implementation can be quoted, such as better safety culture, better
hazard identification leading to better risk control, improved communication on safety issues within the
company, improved internal reporting, better management of changes, faster resolution of safety issues,
improved compliance.
The content of the following documents is recommended to be known and considered for SMS
implementation:
- ICAO – DOC 9760 - Annex 19 - Safety Management; this document can be found at:
https://www.skybrary.aero/index.php/ICAO_Annex_19,_Safety_Management
- ICAO - DOC 9859 - Safety Management Manual; this document can be found at:
https://www.skybrary.aero/index.php/ICAO_Safety_Management_Manual_Doc_9859
The organization should consider that specific regulations of the local authority for SMS may exist and
shall be followed accordingly.
3. GUIDANCE FOR CHECKLIST DEVELOPMENT
The purpose of this section is to provide a reference in the process of development of a checklist for aircraft
final inspection and return to service after complex maintenance events. It is suggested that the checklist can
be organized in three groups: Basic Visual Inspection, Intervention Level Group and Customs Group.
A. BASIC VISUAL INSPECTION GROUP
In this group, consider including the check items which are possible to be performed by visual means only
and not requiring parts removal to obtain access. The inspection items presented in this topic are generic
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GUIDANCE MATERIAL
and conceptual to be understood as example only. Organizations can establish the correlation with their
existing maintenance tasks, or define new ones, which better fits with the intention on each inspection.
(1) External Items Checklist
In this group consider including a careful and detailed external check items, if applicable to the aircraft
configuration, like:
(a) FORWARD FUSELAGE

1. Visual inspection on the conditions of the fuselage
2. Visual inspection on the condition of the doors (passenger, service, overwing and cargo doors)
3. Visual inspection on the Windshield and Direct-Vision Windows
4. Visual inspection on the condition of the Pitot/Static/AOA Sensor/Tubes, TAT/TTS
Sensors/Probes, Ice Detectors
5. Items related to antenna not damaged
6. No covers installed
7. Ports and vents are clear and not damaged
8. Pitot and static probes/tubes and surrounding areas are clear with no wrinkles
9. Visual inspection on the external lights (if applicable)
10. No tapes or clothes left on skin, holes and/or air inlet/outlet
(b) CENTER FUSELAGE

2. Visual inspection on the Wing-to-Fuselage Fairing
3. Visual inspection on the external lights
(c) REAR FUSELAGE

2. Visual inspection of tail, Horizontal Stabilizer and Vertical Fin, Horizontal Stabilizer, Elevators,
Vertical Stabilizer, Rudders, Tabs (if applicable), Tail Cone, Air Inlet and Outlet, and Dorsal Fin for
proper installation, security of access panels, access and inspection doors for being properly closed,
and absence of any foreign objects, obstructions or leaks.
3. APU inlet and exhaust are clear, panels secured (if applicable)
4. Visual inspection on the Logotype lights
5. Visual inspection on the Static dischargers
7. Pressurization static port for any obstruction
(d) WINGS
1. Visual inspection on the conditions of the wing, wing upper and lower surfaces, wings skin
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GUIDANCE MATERIAL
2. Visual inspection of LH and RH Wings, Flaps, Aileron, Tabs (if applicable), Spoilers (if applicable)
and leading edges for proper installation, security of access panels, access and inspection doors for
being properly closed, and absence of any foreign objects, obstructions or leaks. Flight control
surfaces and structures clear, not damaged or missing, with no leaks and clear of contamination
3. Visual inspection on the Strobe, Navigation, Landing and Taxi lights (if applicable)
4. Visual inspection on the Static dischargers
5. Vents are clear and not damaged
(e) LANDING GEAR

1. Visual inspection on the Nose Landing Gear struts, actuators and hoses, Nose Landing Gear
Doors and Nose Landing Gear Bay (if applicable)
2. Visual inspection on the Main Landing Gear struts, actuators and hoses, Main Landing Gear Doors
and Main Landing Gear Bay (if applicable)
3. Brake wear indicators
4. Nose and Main Landing Gear struts with proper extension and no leaks
5. Nose and Main Landing Gear actuators and hoses with no leaks
6. Nose Wheel Steering actuators and hoses with no leaks
7. Visual inspection for leakage on the hydraulic lines at nose and main landing gear bay (if
applicable)
8. Gear struts with proper extension and with no leaks
9. Tires and brakes acceptable condition for flight
10. Visual inspection on the Landing (if applicable) and Taxi lights
11. Visual inspection on the Static discharger
(f) POWERPLANT/PROPELLERS (if applicable)

1. Visual inspection on the Pylon, Inlet Cowl, Fan Cowl, Thrust Reverser (if applicable), Engine and
Propellers
2. Engines inlet and exhaust are clear, panels secured, reversers stowed (if applicable)
3. No tapes or clothes left on nacelle skin, holes and/or air inlet/outlet
(g) COMPONENTS
1. Visual inspection on the Radome, Antennas, External Power, Oxygen Ground Connection, Water
and Waste Compartments, Drain Valves, RAT and Cargo Compartment Doors Cutout
2. External lights clean and not damaged
3. No fluid leaks from components, drains and panels, aircraft skin condition
4. All doors and panels not in use closed and latched
5. Antennas not damaged and not inadvertently painted
6. Batteries, condition and secure
7. Engine fire bottles, pressure and condition (if applicable)
8. APU Fire bottles, pressure and condition (if applicable)
9. Cargo compartment smoke detectors condition
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GUIDANCE MATERIAL
10. Hydraulic system accumulators, normal pressure and pre-charge

11. Brake accumulators, normal pressure and pre-charge
12. Fuel panel check (fuel quantity)
13. Check for FOD in all access areas (cargo compartments, avionics bays, wheel wells, etc.)
14. Oxygen bottle, pressure and condition
15. Circuit breaker panels located away from the cockpit (as applicable to aircraft type) – Avionics bay
– Equipment bay
16. All equipment that has been identified in the maintenance logs has been serviced and/or replaced
17. No loose equipment in the cargo compartment
18. Special attention should be paid to things like oil leaks and loose fasteners
19. Special attention must be paid to engine/propeller blank, pitot covers, undercarriage locks,
control locks.
(2) Internal Items Checklist
In this group, consider including cabin and cockpit check on basic items, if applicable to the aircraft
1. Cockpit emergency equipment like flashlights, fire extinguishers, crash axe (if applicable),
protective breathing equipment (PBE), life vests
2. Visual inspection on the general condition of cockpit panels and displays
3. Cabin emergency equipment to include flashlights, fire extinguishers, PBE, portable oxygen, life
vests, life rafts (if available), door slides (if equipped), megaphone (if installed), first aid kit (if required),
PSU latch tool (if applicable), portable ELT
4. Cabin seat belts
5. Emergency lighting system
6. Flight deck, flight crew, and flight attendant seats normally operating
7. Emergency-evacuation slide pressure gauge (if applicable)
8. Cockpit lighting system
9. Cabin core system
B. INTERVENTION LEVEL GROUP
Considering the intervention level in heavy maintenance actions with modifications and possible complex
troubleshooting actions, it will make sense to include a monitoring process and differentiated aircraft
configuration control before the release to service.
In this group, consider including the check items, taking into account the intervention level in heavy
maintenance actions with modifications and possible complex troubleshooting actions, and consider the
following:
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GUIDANCE MATERIAL
(a) The organization must know the complete work scope and identify all the aircraft system that will be
subject of maintenance/troubleshooting.
(b) The organization will need to know exactly which servicing has been carried out and which systems
have been disturbed. The organization will need to know if repairs, modifications and upgrades have
been applied and what impact they may have on the aircraft.
(c) In order to understand the work completed on the aircraft, a thorough briefing with the maintenance
personnel / facility that has completed the work is of extreme importance.
(d) It is recommended that, based on the work scope, a final inspection work card is developed by the
organization in order to conduct the final inspection before the aircraft returns to service.
(e) Where organization advises that certain systems have been subject to maintenance, the final
inspection should carefully check these systems before the aircraft returns to service.
(f) Particular attention should be made to the areas that were worked on, including any disconnections
that may have been required to access the parts that were serviced.
(g) All discrepancies found during this final inspection work card accomplishment should be reported.
(h) If there are any interruptions in the initial aircraft returns to service process, another complete final
inspection must be completed.
(i) In order to approve for return to service any aircraft, airframe, aircraft engine, propellers, or appliance
that has undergone maintenance, preventive maintenance, rebuilding, or alteration, the maintenance
record entry required should be made and be appropriate.
(j) Approving an aircraft component for return to service after maintenance, preventive maintenance,
rebuilding, or alteration should be done by creating an appropriate maintenance record entry.
(k) Perform the inspection so as to determine whether the aircraft, or portion(s) thereof under inspection,
meets all applicable airworthiness requirements.
(l) Make sure that all the required inspections have been completed and logged. After an inspection, the
maintenance record entry should contain certification statement that the aircraft has been inspected and
was determined to be in airworthy condition; the date of the inspection; the aircraft total time in service;
and the signature, certificate number, and kind of certificate held by the person approving return to
service.
(m) Before the aircraft take off or flight, it is always important to check for the signed approval for return
to service entry in the aircraft’s logbook, with the signature and certificate number of the person approving
the aircraft for return to service. This is a written certification that tells whether or not the aircraft is
airworthy and ready to fly.
(n) It is always a good idea to do an advanced preflight on aircraft that has been returned to service. The
advanced preflight should start with the aircraft documentation to make sure that the maintenance work
has been documented in the appropriate aircraft logbook, and check that the aircraft has been returned
to service.
Besides that, in accordance with of the Aircraft Maintenance Task Oriented Support System (AMTOSS)
standard, the Aircraft Maintenance Manual (AMM) contains Part II - Maintenance Practices and Procedures
(MPP). The MPP includes, for each of the main aircraft systems, a section called “Pageblock 500 –
Adjustment/Test.”. Pageblock 500 can include three categories of applicable tests: Operational Test
(Function Code - 710), Functional Test (Function Code - 720) and System Test (Function Code - 730).
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GUIDANCE MATERIAL
The Operational Tests are procedures required to make sure only that a system or unit is operable. These
tests require no special equipment or facilities other than those installed on the aircraft and they are
comparable to the tests performed by the flight crew. It is not intended that the operational test of the unit
meets the specifications and tolerances ordinarily established for overhaul, or major maintenance periods.
In this group, consider including the check items which are possible to be performed by operational means
only and not requiring parts removal to obtain access. The operational test items presented in this topic are
generic and conceptual to be understood as example only. Organizations can establish the correlation with
their existing maintenance tasks, or define new ones, which better fits with the intention.
In this group, consider including operational checks of basic items, when applicable to the aircraft
1. Operationally check the air conditioning distribution, pressurization, cooling, temperature control
subsystems
2. Operationally check the autopilot and autothrottle (if applicable) subsystems
3. Operationally check the speech communication, data transmission and automatic calling, audio
integrating subsystems
4. Operationally check the AC/DC generation, external power, AC/DC electrical load distribution
subsystems
5. Operationally check the passenger cabin subsystem
6. Operationally check the portable ELT subsystem
7. Operationally check the emergency subsystems
8. Operationally check the smoke detector subsystem
9. Operationally check the fire protection and fire extinguishing subsystems
10. Operationally check the elevators and rudder with special attention regarding the position
correspondence
11. Operationally check longitudinal (horizontal stabilizer) (if applicable), roll and yaw trim with special
attention regarding the position and correspondence
12. Operationally check the ailerons, flaps/slats (if applicable) and spoilers (if applicable) with special
attention regarding the position correspondence
13. Operationally check the fuel subsystems
14. Operationally check the hydraulic subsystems
15. Operationally check the anti-icing/deicing (as applicable), sensor heating, windshield wiper,
water/waste lines heating (if applicable), ice detection subsystems
16. Operationally check the instrument and control panels, independent instruments, recorders,
subsystems
17. Operationally check the central computers, warning and display subsystem
18. Operationally check the main and nose landing gear, brake, steering, landing gear warning
subsystems
19. Operationally check the cockpit, cargo and service compartments, emergency lighting subsystem
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GUIDANCE MATERIAL
20. Operationally check the passenger cabin and cockpit lights

21. Operationally check the modular radio cabinet (if applicable), flight environment data, attitude and
direction, independent and dependent position determining, flight management computing
subsystems
22. Operationally check the crew oxygen mask and passenger oxygen
23. Operationally check the bleed and bleed leak subsystems
24. Operationally check the potable water, vacuum waste, air compressor subsystems
25. Operationally check the cabin core subsystems
26. Operationally check the central maintenance subsystem (if applicable)
27. Operationally check the APU subsystems
28. Operationally check the cargo doors
29. Operationally check the door dampers
30. Operationally check the powerplant subsystems
31. Operationally check the thrust reverse subsystems
32. Operationally check the propeller subsystems (if applicable)
C. CUSTOMIZED GROUP
Monitoring, Measurement, Analysis, and Evaluation can drive the need for improvements to product safety
management and opportunities for prevention of maintenance error. When conducting internal audits,
performance indicators can be evaluated to determine whether the quality management system is effectively
implemented and maintained.
Methodologies such as Plan-Do-Check-Act (PDCA), Define-Measure-Analyze-Improve-Control (DMAIC),

and Fishbone (Ishikawa) Diagram can lead to opportunities for improvement and risks identification.
This Custom Group can list items defined based on the experience from organization history of quality
escapes. This can improve the performance and effectiveness of the safety management. It is
recommended that maintenance activities be checked by these methodologies and be monitored by process
indicators.
When a nonconformity occurs, an evaluation is needed to eliminate the root cause(s), so that it does not
recur or occur elsewhere, including those related to human factors.
4. FUNCTIONAL CHECK FLIGHT
A Functional Check Flight (FCF) is a description normally given to a non-revenue flight that has the sole
purpose of checking for the correct airborne function of certain aircraft systems. The aircraft operator may
decide to plan and conduct FCF after a single significant maintenance action or after a major base maintenance
check, such as a 'C' Check. FCF does not include formal certification flights or experimental test flights carried
out by trained test pilots employed by an aircraft manufacture.
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GUIDANCE MATERIAL
EMBRAER does not require or foresee any Functional Check Flight for return to service purposes or as a part
of the maintenance plan.
If the operator decides to perform an FCF, by its own free initiative and convenience, the content of the
following documents is recommended to be known and considered for the FCF planning and execution:
- Functional Check Flight Compendium – Flight Safety Foundation

This document can be found at: https://www.skybrary.aero/bookshelf/books/2473.pdf
- CAP 1038 - Check flight handbook – UK Civil Aviation Authority, 2nd Edition 2016
This document can be found at: https://www.skybrary.aero/bookshelf/books/876.pdf
The operator should consider that specific regulations of the local authority for FCF may exist and shall be
followed accordingly.
30

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GUIDANCE MATERIAL

GUIDANCE MATERIAL TO SUPPORT OPERATORS AND

APPLICABILITY: To all the EMBRAER Commercial and Executive aircraft in operation.

ORIGINAL ISSUE - 26 FEBRUARY 2021

1. GENERAL CONSIDERATIONS .......................................................................................................................... 5

TERMS OF USE FOR INFORMATION CONTAINED IN THIS GUIDANCE MATERIAL

QCM Quality Control Manual

A. AIRCRAFT TECHNICAL DATA AND MANUALS

(1) General concepts to documentation content for return to service

For AMM, some relevant points can be quoted:

For SRM, some relevant points can be quoted:

For CMM, this relevant point can be quoted:

For AIPC/IPC, some relevant points can be quoted:

For FIM, some relevant points can be quoted:

For SWPM, some relevant points can be quoted:

For MPD/MPG/SMRD, some relevant points can be quoted:

For NDT/NDI, some relevant points can be quoted:

(a) It presents nondestructive inspection procedures to detect structural failures. Nondestructive

For COC (if applicable), some relevant points can be quoted:

(2) Service Bulletin

Accomplishment instructions are presented in a standard step-by-step arrangement and, depending on

B. MANAGEMENT AND PLANNING

(1) General aspects

The organizations should be committed to implementing, developing and improving strategies,

(2) Organizational structure

(3) Maintenance Planning System

The Aircraft Maintenance Manual, Maintenance Planning Document/Guide, Scheduled Maintenance

(4) Maintenance Records

Each person performing maintenance, alteration, or preventive maintenance on an aircraft, engine,

(2) Training and Qualification

D. FACILITIES AND RESOURCES

(1) Equipment and Tools

(2) Material and Aeronautical Parts

E. QUALITY AND SAFETY

(2) Quality System

The content of the following documents is recommended to be known and considered:

(3) Safety Management Systems

improvement, supported by the establishment of an occurrence-reporting system, a systematic

3. GUIDANCE FOR CHECKLIST DEVELOPMENT

A. BASIC VISUAL INSPECTION GROUP

(1) External Items Checklist

(a) FORWARD FUSELAGE

(b) CENTER FUSELAGE

(c) REAR FUSELAGE

(e) LANDING GEAR

(f) POWERPLANT/PROPELLERS (if applicable)

10. Hydraulic system accumulators, normal pressure and pre-charge

(2) Internal Items Checklist

B. INTERVENTION LEVEL GROUP

20. Operationally check the passenger cabin and cockpit lights

Methodologies such as Plan-Do-Check-Act (PDCA), Define-Measure-Analyze-Improve-Control (DMAIC),

4. FUNCTIONAL CHECK FLIGHT

- Functional Check Flight Compendium – Flight Safety Foundation

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