Legislation revision notes.pdf

2.1: ICAO Role & Responsibility: ICAO is a global body charged with the safety and development of standards for international civil aviation: Sets international standards for safety and security. Provides a global forum for international aviation issues. What do they do:...

2.1: ICAO Role & Responsibility: ICAO is a global body charged with the safety and development of standards for international civil aviation: Sets international standards for safety and security. Provides a global forum for international aviation issues. What do they do: standardization, the establishment of International Standards, Recommended Practices and Procedures (SARPs) covering the technical fields of aviation: licensing of personnel, rules of the air, aeronautical meteorology, aeronautical charts, units of measurement, operation of aircraft, nationality and registration marks, airworthiness, aeronautical telecommunications, air traffic services, search and rescue, aircraft accident investigation, aerodromes, aeronautical information services, aircraft noise and engine missions, security and the safe transport of dangerous goods. SARP Adoption: After a Standard is adopted it is put into effect by each ICAO Contracting State in its own territories Standards are kept under constant review and amended as necessary. Creating and modernizing SARPs (Standard and Recommended Practices) is the responsibility of ICAO. Responsibilities Of ICAO: The Air Navigation Commission (ANC) is responsible for : examination, coordination, and planning of all ICAO’s work in the air navigation field, recommends amendments of the Standards and Recommended Practices contained in the Annexes of the Convention. Five States in Relation to ICAO: Contracting State State of Registry State of Operator State of Design State of Manufacture Air Navigation Order (ANO): 1. The ANO established and approved by Act Of Parliament, Singapore, contained in Air Navigation Act ( Chapter 6 ). 2. ANO is a book which lays law of the land with respect to civil aviation in Singapore 3. The ANO applies to all aircraft registered in Singapore 4. Singapore Airworthiness Requirement (SAR). All registered organizations and individuals working on the registered aircraft must abide by the SAR regulations Singapore Airworthiness Requirements (SAR): The Director General/CEO of CAAS makes regulations through the SAR, Airworthiness Notices (AN) and Advisory Circulars (AC). The SAR are published by Civil Aviation Authority Of Singapore (CAAS) and relate to the aviation industry, the minimum airworthiness standards necessary to meet the ANO. The SAR constitutes the basis for the issue of approvals and certificates by the ANO CAAS is empowered by the Government to issue and publish: SAR Airworthiness Notices (AN) Advisory Circulars (AC) The 5 important SAR related to aircraft maintenance engineers are: SAR 21, 39, 66, 145 and 147 Aircraft Certification: Before an aircraft is given clearance to fly, all aspects of the aircraft must be approved in the interest of safety Design, manufacture, airworthiness, operation and maintenance must be approved Type certificate: When aircraft / aircraft product has been found to be satisfactory, this is indicated by issue of Type Certificate. Aircraft product is an aircraft engine or propeller Before an aircraft is awarded Type certificate, engines and propellers to be fitted to the aircraft must obtain type certification Once this is done, aircraft is eligible for Certificate of Airworthiness Type Certificates are issued for products i.e. aircraft, engine or propeller, when applications are made to the regulating Authority after they had been adequately designed, tested and proven to meet all airworthiness requirements Certificate of Airworthiness (C of A): Internationally recognised document certifying an aircraft’s suitability to enter service. It is a requirement of ICAO and is issued by CAAS for Singapore registered aircraft To qualify for C of A the design must be approved and the individual aircraft must be shown to have been manufactured in accordance with the design.  The Certificate is issued for one aircraft only and the aircraft serial number is shown on the certificate which is held by the aircraft operator. The presence of a C of A does not mean that the aircraft is automatically fit to fly, the C of A is only valid if the aircraft has been maintained in accordance with the maintenance schedule and any action deemed essential by CAAS for continued airworthiness has been carried out Categories of C of A: Transport Category (Passenger) – Any purpose. Transport Category (Cargo) – Any purpose, other than Public Transport of passengers. Aerial Work Category – Any purpose other than Public Transport Private Category – Any purpose, other than Public Transport and Aerial Work. Special Category – Any purpose other than Public Transport, specified in the Certificate of Airworthiness, but not including the carriage of passengers unless expressly permitted. Permit to Fly – Any purpose other than Public Transport or, unless expressly permitted, Aerial Work Certificate of Registration: To enter service anywhere in the world, aircraft must have a serial number from it’s home country and some evidence of it’s registration. The registration is shown by the issue of a Certificate of Registration which comes from the National Aviation Authority (NAA), of the country of registration- for Singapore it is CAAS. The certificate carries details of the aircraft and its name. The C of R has no expiry date An aircraft can only be registered in one country and so can have only one Certificate of Registration. Airworthiness Notices (AN): AN’s are issued to circulate information of an administrative, mandatory or technical nature to all concerned with the airworthiness of civil aircraft. Advisory Circulars: The Advisory Circulars (AC) contain information about standards, practices and procedures acceptable to the Authority. 2.2: SAR – 21: Certificate of Products & Articles, & of Design & Production Organizations: Covers approval of companies involved in the design and production of aircraft or components There are variety of different approvals under SAR-21, company may apply for one or more of them  If an organisation successfully carries out the design of an aircraft which gains type approval, then the organisation becomes the type certificate holder and is the only agency who can apply to change the type design. If an organisation receives approval to design a modification to an aircraft for which it is not the type certificate holder, then it can become a supplementary type certificate holder. No organisation shall produce products and articles unless it holds a POA or a letter of agreement for production SAR – 39: Airworthiness Directives (AD) SAR-39 prescribes the requirements governing the issue of Airworthiness Directives that are applicable to Singapore aircraft and any aircraft component to be fitted on Singapore aircraft. AD is a document issued or adopted by the authority which mandates actions to be performed to restore an acceptable level of safety for aircraft, when evidence shows that the safety level may be compromised When is an AD issued: Unsafe condition exists in any aircraft or aircraft component Condition is likely to exist or develop in any other aircraft or aircraft component of the same design Compliance with an AD is mandatory. Must comply to any foreign AD by the State of Design even if there is no AD issued by CAAS No person may operate' a product to which an AD applies, except in accordance with the conditions of the AD. An airplane that has not had an effective AD accomplished within specified limits is out of conformity and is thus not airworthy. SAR- 147: Approval of Maintenance Training Organization: SAR-145 prescribes the standards with which an organisation must comply in order to be approved to carry out maintenance of aircraft. Any aircraft used for commercial air transport must be maintained in accordance with the terms of SAR 145. The SAR 145 approval is granted by CAAS For approval, the organisation produces a document known as an exposition which details how the requirements of SAR 145 will be met. The format of this Maintenance Organisation Exposition (MOE) is detailed in SAR 145. Facility Requirements: The organisation must demonstrate that there are sufficient, suitable facilities for the work which they intend to carry out.  This applies not only to the hangars for maintenance but also to workshops for component overhaul and office accommodation for management and administration functions. Personnel Requirements: The maintenance company must appoint an ’accountable manager’ who has overall responsibility to ensure that there are enough resources available The accountable manager has to appoint a quality manager who is responsible for setting up and maintaining an independent quality system. The organisation must also demonstrate that it has a man hour plan The organisation must establish and control the competence of staff to ensure level of competence (technical & human factors) is maintained Approval of Maintenance Training Organization: Singapore aircraft and aircraft components intended for fitment on a Singapore aircraft Foreign aircraft and aircraft components intended for fitment on a foreign aircraft, if the maintenance is performed in accordance with an international maintenance agreement between the Authority and another state’s Authority. This SAR-145 prescribes the general operating rules for approved maintenance organisations. The approval, when granted, will apply to the whole organisation headed by the accountable manager. Organisations regardless of their location may only be granted approval if the Authority is satisfied that there is a need for such approval to maintain aircraft/aircraft components and when in compliance with this SAR-145. Notwithstanding sub-paragraph (c), organisations located outside Singapore will be accepted when working in accordance with the conditions detailed in an international maintenance agreement between the Authority and another state’s Authority that ensures the equivalent safety standard to SAR-145. SAR – 66: Maintenance Certifying Staff: It describes the eligibility criteria and qualifying process for personnel who wish to become certifying staff or support staff in organisations carrying out maintenance of aircraft. The competent authority to issue SAR 66 license is CAAS A person must possess a valid SAR-66 aircraft maintenance license (AML) issued by CAAS before he can issue a certificate of “release to service” after maintenance for an aircraft operated by his company that possesses a valid SAR-145 approval issued by CAAS. CAAS issues SAR-66 AML in accordance with the following 4 categories: Category A – Line maintenance certifying technician Category B1 – Line maintenance certifying engineer – Mechanical Category B2 – Line maintenance certifying engineer – Avionics Category C – Base maintenance certifying engineer  The holder of SAR-66 AML must pass examinations set by CAAS and satisfy all the requirements as stipulated in SAR-66. A SAR-66 aircraft maintenance licence is valid for a period of not more than 2 years from the date of issue or renewal unless suspended or revoked by the Authority. Categories A and B1 are subdivided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines. Privileges & Limitations of SAR66 AML: Category A: a non-aircraft type rated license. permitted to certify only for work that he has personally performed He/She cannot certify work carried out by other people. not permitted to perform diagnosis of aircraft defects Issue certificates of release to service following minor scheduled line maintenance and completion of simple tasks in line and base maintenance e.g. replacement of wheel assemblies & some cabin items, routine fluid servicing, opening and closing of cowlings and quick access panels Category B1: A category B1 licence holder can gain authorisation to certify for maintenance of the aircraft structure, power plant, aircraft mechanical and electrical systems. Additionally, he/she can certify work on the aircraft’s avionic system as long as that work requires only simple tests to prove serviceability. If the avionic work requires extensive use of test equipment and a degree of decision making (troubleshooting) then the work must be carried out by a licenced B2 engineer. Cat B1 licence automatically gives the holder Cat A privileges in that sub category. It is a type rated license, permitted to certify aircraft types endorsed as ratings on his license in the line maintenance environment In base maintenance, Category B1 or B2 license support the Category C base maintenance certifying engineer and will sign for maintenance work performed by themselves or by technicians under their supervision. Category B2: A category B1 licence holder can gain authorisation to certify for maintenance of avionics and electrical systems Additionally, he/she can certify work on electrical and avionics tasks within power plant and mechanical systems If the electrical work within requires extensive use of test equipment and a degree of decision making (troubleshooting) then the work must be carried out by a licenced B1 engineer. B2 licence holders does not include A licence privileges. It is a type rated license, permitted to certify aircraft types endorsed as ratings on his license in the line maintenance environment It should be noted that as there are no sub-divisions of B2 licences, the holder can work on any aircraft irrespective of whether it is an aeroplane or helicopter or whether it has turbine or piston engines Category C: A category C aircraft maintenance licence permits the holder to issue Certificates of Release to Service (CRS) following base maintenance on aircraft. The basis of the certification is that the maintenance has been carried out in accordance with the SAR-145 and company procedures by competent technicians, This privilege applies to the aircraft in its entirety. The principal function of the Category C certifying staff is to ensure that all maintenance tasks in a particular maintenance package have been accounted for, and signed off by appropriate Category B1 and B2 support staff It is a type rated license, permitted to certify aircraft types endorsed as ratings on his license in the line maintenance environment Experience Requirements: For Category A, B1.2, B1.4 and B3 the experience requirements are: Three years if the applicant has no relevant technical training or Two years if the applicant can demonstrate technical training in a relevant technical subject or One year after successful completion of an approved SAR 147 training course For Category B2, B1.1 and B1.3 the requirement is: Five years if the applicant has no relevant technical training or Three years with training in a related technical discipline or Two years after completion of a Part 147 approved training course. For Category C for large aircraft: Three years as B1.1, B1.3 or B2 certifying staff or support staff on large aircraft or Five years as B1.2 or B1.4 Certifying staff or support staff. For Category C with respect to other than large aircraft: Three years of experience exercising category B1 or B2 privileges on other than large aircraft or as support staff, or a combination of both. For Cat C (Alternative Route): The alternate route is called academic route. In this case the applicant must hold a relevant technical degree and then three years of experience in an aircraft maintenance environment. An engineer who qualifies through this route would only hold Cat C privileges, whereas engineers who qualify by having been B1 or B2 would also still hold their B1 or B2 privileges 2.3: Air Operator Certificate Requirements (AOC): Maintenance Program- CMR: Certificate of Maintenance Review (CMR) The CMR signatory is required, before issuing the Certificate to ensure that: all maintenance is complete, all mandatory inspections and modifications that are due have been complied with, all defects have been rectified or deferred in accordance with company procedures and that all necessary Certificates of Release to Service have been issued Certificate of Release to Service (CRS): After any maintenance task there must be a certificate of release to service entered in the aircraft record system. Every aircraft must have a valid Certificate of Release to Service (CRS) before it can be allowed to fly. The CRS can only be issued by appropriately qualified certifying staff The Certificate of Release to Service must contain basic details of the work carried out as well as details of who made the certification. A certification must not be made if there is any known defect which would hazard the flight safety. Any aircraft component must have a valid Certificate of Release to Service before it is allowed to be fitted to an aircraft. A copy of every CRS as well as all repair and modification data must be supplied to the aircraft operator. Maintenance Certification: Technical Logs: In the case of work on the aircraft the certification is made in the technical log of that aircraft. In the case of a base maintenance check the certification is made on a worksheet which closes the check, this certification is then entered into the aircraft tech log. In the case of a component the certification is made on the Authorised Release Certificate. Copies of all technical log page formats must be submitted to the authority for acceptance Records must be kept of all details of maintenance carried out by the organisation. These records must be kept for at least two years from the date that the air-craft or piece of equipment was released to service Documents to be carried on Aircraft: Certificate of Registration Certificate of Airworthiness Noise Certificate Air Operator’s Certificate Aircraft Radio Licence Third party liability insurance. Flight Crew Licences (with correct rating[s]) Operations Manual Flight Manual 2.4: Maintenance Documents: ATA SPECIFICATION – 100: All of the maintenance documents will be laid out in a system of chapters and page blocks in accordance with a convention laid down by the Air Transport Association of America. Specification ATA 100 is the industry’s recommended format for the layout of aircraft technical manuals. The system has been adopted by all major aircraft manufacturers and others in the industry and is familiar to all aircraft engineers the world over. The maintenance documents for almost all aircraft and aircraft components are divided into the so called ’ATA chapters’ in accordance with ATA 100. AIRCRAFT MAINTENANCE MANUAL (AMM): Aircraft Maintenance Manual (AMM) contains the information necessary to allow the mechanic to carry out correct scheduled maintenance and rectification on the aircraft and it’s systems including the engines and, if applicable, the propellers. The AMM is produced by the aircraft design authority and is applicable to one aircraft type only. The manuals may then be customised for a particular operator’s aircraft. The manual will indicate which aircraft operator it is applicable to and it will list the effectivity on each page. The effectivity will allow the user to ensure whether a particular procedure is applicable to a particular aircraft. The manuals are configured in accordance with ATA100 and in each chapter there is a description of the particular system to allow the reader to gain an understanding of the operation of that system. In each sub-section there will be information relating to the servicing, repair, replacement, adjustment, inspection and test of a particular component or system. Illustrated Parts Catalogue (IPC): Every component on the aircraft which can be replaced should be listed in the IPC, although in some cases not all of the components will be illustrated. The IPC is a companion to the AMM, has the same structure as the AMM and is divided into ATA chapters. As with the AMM, the IPC may be customised to the particular aircraft operator but the drawings in the IPC will show all components whether they are applicable to this operator or not. The illustrations are drawn in perspective to accurately show the assembly/disassembly relationship of parts, and where parts are replaceable within units or sub- assemblies of systems, exploded views of such units and assemblies are drawn Wiring Diagram Manual (WDM): The wiring diagram manual (WDM) covers the documentation of all aspects of the wiring on the aircraft, engine and components.  The purpose of the manual is to permit a full understanding of electrical and electronic systems, operation, troubleshooting and maintenance. Component Maintenance Manual(CMM): The Component Maintenance Manual (CMM) contains the information required for the maintenance, repair and overhaul of aircraft components. The manual is intended for use in a workshop environment by overhaul technicians rather than by aircraft mechanics Structural Repair Manual (SRM): The Structural Repair Manual (SRM) contains all the information necessary to carry out identification and repair of damage to the aircraft’s structure The information contained will allow the tradesman to assess the damage to the aircraft, identify the allowable limits for damage at that particular point, and to carry out the appropriate repair if necessary. The SRM contains information for all aircraft of the particular type and is not customised to a particular operator. Master Minimum Equipment List (MMEL): A Master Minimum Equipment List (MMEL) is developed by the Type Certificate holder and approved by the Authority to improve aircraft utilisation and thereby provide more convenient and economic air transportation for the public. The MMEL includes those items of equipment related to airworthiness and operating requirements and other items of equipment which the Authority finds may be inoperative and yet maintain an acceptable level of safety by appropriate conditions and limitations Minimum Equipment List (MEL): A Minimum Equipment List (MEL) is a document detailing any airworthiness significant items or systems unserviceable or inoperative at the time of aircraft dispatch. Detail any maintenance actions or operational limitations which apply to the aircraft whilst it is operating with the defective system or component. If a component of airworthiness significance is not listed in the MEL, then it must be serviceable prior to dispatch. The defect which is being deferred will be recorded in the technical log and in some cases the cockpit must be placarded to remind the crew of the limitation. The MEL must be compiled by the operator and approved by the CAAS. The MEL must only be used on the aircraft to which it applies and not on any other aircraft even aircraft of the same type and mark. The MEL will be compiled with reference to the Master MEL (MMEL) which is produced by the aircraft manufacturer. The MEL is tailored to the operators own needs and may be more restrictive than the MMEL but never less restrictive. In exceptional circumstances, the CAA may grant permission for the operator to operate outside the terms of the MEL but this will never be outside the limits In the MMEL. Operations with Multiple Unserviceability  The decision as to whether or not to dispatch with multiple unserviceability, which individually would be allowed by the MEL, will ultimately rest with the Aircraft Commander, taking into consideration advice from the operator’s specialists where available. It is important for engineers to thoroughly read the maintenance requirements, if any, which need to be carried out when invoking the MEL CDL & DDG: Configuration Deviation List (CDL): The CDL details any airframe component which may be missing at time of despatch. Any part not listed must be present at time of dispatch. Dispatch Deviation Guide (DDG): The Master DDG (dispatch deviation guide) produced by the airframe manufacturer integrates the FAA MMEL and AFM CDL (Aircraft Flight Manual, Configuration Deviation List) documents. The Master DDG also provides airframe manufacturer’s recommended maintenance and operations procedures for dispatching an airplane with inoperative, deactivated, or missing equipment. The Master DDG is often used as a reference by operators to develop their MEL. 2.5: Continuing Airworthiness: What is it? Continuing Airworthiness is all of the actions required to keep an aircraft in an airworthy condition as it was when it was built. When the aircraft is new it is in an airworthy condition because it has been designed by a design organisation approved under Part 21 and built to an approved standard by a Part 21 production organisation. As the aircraft is operated it will wear and deteriorate and its airworthiness will become degraded One of the key parts of continuing airworthiness is maintenance. When the aircraft goes into service it will have a maintenance schedule which details which maintenance inspections must be carried out at which times. Additionally, any defects or damage which occur must be rectified to an acceptable level. Who is responsible? The continued airworthiness of the aircraft is always the responsibility of the operator. As part of it’s AOC approval the operator must demonstrate how it intends to ensure that it’s aircraft remain in an airworthy condition. Continuing airworthiness tasks are required by the operator to ensure its Air Operator Certificate conditions are not violated.  Violation may result in certificate revocation. AOC is granted for one year and required renewal based on satisfactory audit and operation status. Where the organisation has no SAR 145 approval of its own then a contract must be put into place with a SAR 145 organisation 2.6: Flight Test Requirements: The Singapore Air Navigation Order prescribes the requirements in respect of operation of an aircraft without a valid Certificate of Airworthiness. The conditions for approval and conduct of such flights are stated in the Schedules to the Air Navigation Order. Certification for Flight under ‘A’ Conditions: Aircraft will be inspected by Licensed Aircraft Maintenance engineers to determine if it s fit for flight and a Certificate of Fitness (C of F) shall be issued Validity of certificate shall not exceed 7 day A Condition: The aircraft shall be either an aircraft in respect of which a Certificate of Airworthiness or validation has previously been in force under the provisions of the Order, or an aircraft identical in design with an aircraft in respect of which such a certificate is or has been in force. Only for purpose of : To qualify for the issue, renewal or validation of a C of A. Proceed to or from a place at which any inspection, test or weighting of aircraft is to take place Flight Test Requirements Airworthiness Flight Tests: Airworthiness flight test is needed whenever an aircraft develops unusual operating problems that cannot be solved or reproduced on the ground. More thorough investigation is required to ascertain cause of problem. Flight tests are necessary when the following conditions occur: Prior to the issue of a Singapore Certificate of Airworthiness. Aircraft develops unusual problems that cannot be detected on ground. For example, condensation problem in the aircraft equipment bay can only be detected in flight by engineer crawling into the compartment in flight to check source of condensation. On completion of a modification or other work likely to affect the handling characteristics, functioning or performance of an aircraft E.g. After an aircraft “D” Check 2.7: Extended Diversion Time Operations (EDTO):  As per Singapore ANO, an operator of aeroplanes with two turbine engines shall comply with continuing airworthiness requirements in order to conduct EDTO where the diversion time exceeds the threshold time EDTO involving aircrafts with two engines may be referred to as Extended Range Twin- Engine Operations (ETOPS) ETOPS: Previously, there was always a restriction on the distance that a two engined aircraft could operate away from a suitable landing field. normally one hour’s flight time at the normal cruising speed with one engine inoperative. Multi engine aircraft could however, go further as they had greater redundancy. Now, with higher reliability of engines, it is acceptable for twin engine aircraft to fly greater distances from suitable landing fields. tight controls on the aircraft, the aircraft maintenance and the operations exist to get permission. obvious conditions as the monitoring of engine health and the functioning of auxiliary power units Unrelated factors such as cargo bay fire containment etc ETOPS regulation allows a twin-engine aircraft to be a certain distance from the nearest suitable airport when one engine fails. The distance is given in minutes of flying time. To get ETOPS rating, the engine type must have a certain proven in-service reliability, and the aircraft must have additional redundancies to assure all systems will function when an engine is out. Based on the engine reliability and level of redundancies, the authority allows the aircraft "xx" minute of ETOPS certification (typically 120 or 180 minutes), which means it must be within 120 or 180 minutes from the nearest airport during its normal operation.