M 10 PIA Aviation Legislation

PIA Training Centre
AVIATION LEGISLATION
Category - A/81/82
ISO 9001 - 2008 Certified

PTCICMIAviation LegislationI01
i
Sub Module 1 -
REGULATORY FRAMEWORK
Sub Module 2 -
AIRCRAFT MAINTENANCE ENGINEER LICENSE
Sub Module 3 -
APPROVED MAINTENANCE ORGANIZATIONS
Sub Module 4 -
OPERATION OF AIRCRAFT
Sub Module 5 -
AIRCRAFT CERTIFICATION
Sub Module 6 -
PART - M
Sub Module 7 -
APPLICABLE NATIONAL & INTERNATIONAL

REQUIREMENTS
Sub Module 8 -
NATIONAL REGULATIONS AND PUBLICATIONS
For Training Purpose Only

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Sub Module 1 - Regulatory Framework
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Record of Revisions
Sub module

Rev. No.
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Rev. Date

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Sub Module 1


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HISTORY OF AIRPLANES
Human Dream to fly comes true
Important Dates in Airplane Development
C.1500
1783
For thousands of years people dreamed to fly in the air like birds
do. Some even tried to fly by tying feathers to their arms and
flapping them in air but in vain and had to face fatal consequences.
Most of them thought that flying was beyond the powers of ordinary
people. Some narrated stories of godlike people who could fly or be
carried by winged animals through the air. The ancient Greek
believed in a story about "Daedal us" and his son "Lcarus" both of
whom flew with wings made of feathers and wax. But "Lcarus" flew
too close to the sun and the solar heat melted his wings and he fell
into the sea and drowned.
1804
1843
1848
1891-96
1896
1903
1906
1909
1913
1915
1924

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Italian artist and inventor Leonardo da Vinci made

drawing of flying machines with flapping wings
Two Frenchmen Jean F. Pilatre de Rezier and Marquis
D Arlandes made the first free lighter than air ascent in a
hot air ballon
Sir Geoge Caley of Great Britain flew the first successful
model glider
William S.Henson a british inventor patented plans for
a steam driven airplane that had many of the basic parts
of a modern plane
John String fellow of England built a small model based
on Hensons plane
Otto Lilienthal a German became the first person to
successfully pilot gliders in flight
Samuel P. Langley of US flew a steam powered model
plane
Orville and Wilber Wright of U.S made the first Engine
powerd heavier than air flights
Trajan Vula a Romanian inventor built the full sized
monoplane but it could not fly
Lois Bteriot of France became the first person to fly
across English Channel
Igor I. Sikorsky of Russia built and flew the first four
engine plane
First flight of an all metal cantilever wing plane the
Junker J-1 took place in Germany
The first all metal trimotor transport the Junkers G-3
was test flown in Germany

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1927
1936
1939
1942
1947
1952
1953
1953
1958
1968
1970
1976
The Lockheed Vega a single engine transport aircraft

flew for the first time
Douglas DC-3 transport planes entered airline service in
the U.S
First successful flight of a jet engine took place in
Germany
Bell aircraft company built the first jet airplane in the U.S
and it was flown by Robert M. Stainley at Muroc Dry
Lake California
Charles Yeager a U.S Airforce Captain made the first
supersonic flight in Bell X-I
De-Havilland comets the first large commercial jetliner
began service
The first turbo prop transport the Vickers Viscount
began regular airline service
The North American F100 Super Sabre Jet Fighter
made the first supersonic flight by a jet plane
The Boeing 707 began jet transport service between
United States and Europe
Russian pilots test flew the world's first supersonic
transport plane TU-144
The first Jumbo jet the Boeing 747 entered airline
service
Concorde a supersonic transport airplane built by
Britain and France began service
HISTORY of AVIATION LEGISLATION

Aviation Legislation
It is the term used to define the process through which laws
relating to all areas of the civil aviation industry are brought into
force
Need for Aviation Legislation
It already became clear in the early years of the civil aviation
industry that transportation of passengers and goods with aircraft
always involve a certain amount of risk and danger inherent in
aviation.
Therefore local and later on international lawmaking was inevitable
and problems faced by the world wide expanding civil aviation
demanded the need for generally accepted standards of safety to be
recognized and enforced.
Airlines throughout the world have strong incentives to maintain high
standards of safety. Loss of passenger and cargo trade and
increase in insurance rates that nay airline which compromises on
safety standards has little chances of survival
Rules and regulations were worked out for the following reasons:

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Protection of people on the ground

Protection of passengers and cargo
Protection of cockpit and cabin crew

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Standardization of activities within the civil aviation industry

world wide
Ensure safe airworthy and reliable civil aircraft operation

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ROLE OF INTERNATIONL CIVIL AVIATION ORGANIZATION
1.1.1
Introduction and History of ICAO

In 1889 First International Conference was held in Paris to
establish some generally accepted form of Air Law.
No real progress till First World War.
In 1914 UK Aeronautical Inspection Directorate (AID)
was formed to ensure high standards of inspection
throughout Aircraft industry.
In 1918 UK Air Ministry was formed and control of AID was
transferred to this Ministry.
In 1919 International Convention for Aerial Navigation
(ICAN) took place in Paris which made a number of
definitions and classifications like Private & state Aircraft.
In 1919 Air operator on realizing international cooperation
established International Air Traffic Association.
In 1929 International Conference on private air law was held
commonly known as Warsaw Convention overcoming the
difficulties of selecting the law of which nation would be
applicable in a given set of circumstances.
In November 1944 52 nations sent representative to an
International Civil aviation convention at Chicago. In this
convention principles and arrangements were setup on
International air rights. Pending ratification of the convention

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by 26 states the Provisional International Civil aviation

Organization (PICAO) was established. It functioned from 6
June 1945 until 4 April 1947.
In 1945, International Air Transport Association (IATA)
was created by an act of Canadian Parliament and replaces
International Air Traffic Association.
The International Civil Aviation Organization (ICAO) a
specialized agency of the United Nations was created with
the signing in Chicago on 7th December 1944 of the
Convention on International Civil Aviation.
ICAO is the permanent body and formed in April 1947 and
is charged with the administration of the principles laid out
in the Convention. Chicago convention is the constitution of
ICAO.
Currently there are 190 contracting states out of 192 UN
member states ( two remaining UN member states which
are not ICAO member states include Liechtenstein and
Tuvalu)
PCAA is a member of ICAO
ICAO works in close co-operation with other members of the
United Nations family such as
o the World Meteorological Organization
o the International Telecommunication Union
o
o
o
the Universal Postal Union

the World Health Organization and
The International Maritime Organization.

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Non-governmental organizations which also participate in

ICAO's work include
o the International Air Transport Association
o the Airports Council International
o the International Federation of Air Line Pilots'
Associations and
o The International Council of Aircraft Owner and Pilot
Associations.
Currently there are 192 UN member states
1.1.2
The Chicago Convention

The Second World War was a powerful catalyst for the
technical development of the aero plane.
At that time a vast network of passenger and freight
carriage was set up but in order for air transport to support
and benefit a world at peace there were many
obstacles both political and technical to overcome.
In the early days of 1944 the Government of the
United States conducted exploratory discussions with other
allied nations to develop an effective strategy.
On the basis of these talks 52 States met in Chicago in
November 1944.
For five weeks the delegates considered the myriad issues
of international civil aviation.
The outcome was the Convention on International Civil
Aviation also referred to as the Chicago Convention.

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1.1.3
At the Chicago talks it was agreed that the Convention

would only come into force thirty days after its ratification by
a 26th State.
In the interim a provisional ICAO (PICAO) was formed and
given advisory powers with instructions to lay the foundation
for an international organization devoted to the needs of civil
aviation.
The Chicago Convention entered in force on 4 April 1947
and 1CAO was formed.
The 96 articles of the Chicago Convention establish the
privileges and restrictions of all Contracting States and
provide for the adoption of International Standards
and
Recommended
Practices
(SARPs)
regulating
international air transport.
The Convention accepts the principle that every State has
complete and exclusive sovereignty over the airspace
above its territory and provides that no scheduled
international air service may operate over or into the territory
of a Contracting State without its previous consent.
Aims and Objectives of ICAO

The aims and objectives of ICAO as contained in Article
44 of the Chicago Convention are to develop the principles
and techniques of international air navigation and to foster
the planning and development of international air transport
so as to:
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Y insure the safe and orderly growth of international civil

aviation throughout the world;
Y encourage the arts of aircraft design and operation for
peaceful purposes;
Y encourage the development of airways airports and air
navigation facilities for international civil aviation;
Y meet the needs of the peoples of the world for safe
regular efficient and economical air transport;
Y prevent economic waste caused by unreasonable
competition;
Y insure that the rights of Contracting States are
fully respected and that every Contracting State
has a fair opportunity to operate international airlines;
Y avoid discrimination between Contracting States;
Y promote safety of flight in international air navigation;
Y Promote generally the development of all aspects of
international civil aeronautics.
State
Contracting States have usually established a Civil Aviation

Authority (CAA) within their country as the regulatory body in
the field of civil aviation primarily dealing with safety issues
and responsible for the regulation of air transport services
to/from/within the country and for the enforcement of civil air
regulations air safety and airworthiness standards.
It co-ordinates all regulatory functions with ICAO by taking

the policy decisions necessitated by the advances made in
the field of International Standards and Recommended
Practices (SARPS) adopted in the ICAO Annexes.
The CAAs are headed by the Director General of Civil

Aviation (DGCA); depending on the structure of the states.
The CAAs may take other names such as the Directorate

General of Civil Aviation or are established under the
Ministry of Transportation.
ICAO communicates with its Contracting States through

the DGCAs by the means of State Letters. DGCAs and
their experts participate in ICAO meetings and follow-up
action thereon.
members
the International Civil Aviation
of
Organization (ICAO) are also named Contracting States
(Article 1 of the Chicago Convention) or Members States.
1.1.4 The Organization

1.1.4.1
Contracting States
According to Article 52 of the Convention on International

Civil Aviation also named Chicago Convention this
Convention shall be open for adherence by members of the
United Nations and States associated with them.

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1.1.4.2
At ICAO DGCAs meet for high-level discussions or

strategies in the field of aviation either during Assembly
Sessions or subject-dedicated conferences.
The three main organs of ICAO are the assembly the
council and the secretariat headed by the Secretary
General ICAO has a sovereign body the Assembly and a
governing body the Council.
The Assembly
Meets at least once every three years and is convened by

the Council.
Each Contracting State is entitled to one vote and decisions

of the Assembly are taken by a majority of the votes cast
except when otherwise provided for in the Convention.
1.1.4.3
At these sessions the complete work of the Organization in

the technical economic legal and technical cooperation
fields is reviewed in detail and guidance is given to the other
bodies of ICAO for their future work.
The Council
is a permanent body responsible to the Assembly.

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is composed of representatives from 36 Contracting States

elected by the Assembly for a three-year term.
According to Article 51 the council shall elect its President

for a period of three years. He may be reelected also.
The council shall elect amongst its members one or more

Vice Presidents.
In the election adequate representation is given to States of

chief importance in air transport States not otherwise
included which make the largest contribution to the provision
of facilities for civil air navigation and States not otherwise
included whose designation will ensure that all the major
geographic areas of the world are represented on the
Council.
One of the major duties of the Council is to adopt

International Standards and Recommended Practices and to
incorporate these as Annexes to the Convention on
International Civil Aviation.
A Standard is any specification whose uniform application is

recognized as necessary for the safety or regularity of international
air navigation and to which Contracting States will conform in
accordance with the Convention.

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A Recommended Practice is any specification whose uniform

application is recognized as desirable for the safety, regularity or
efficiency of international air navigation.
ICAO Standards and Recommended Practices are detailed in
Annexes (total 19) to the Chicago Convention that cover all
aspects of international civil aviation.
Although the Council is responsible for the adoption of SARPs and
the approval of Procedures for Air Navigation Services (PANS), the
principal body concerned with their development is the /CAO Air
Navigation Commission.
1.1.4.4
Air Navigation Commission
is composed of 19 persons qualified and experienced in the

science and practice of aeronautics.
Its members are nominated by Contracting States and are

appointed by the Council.
They act in their personal expert capacity and not as

representatives of their nominators.
The Commission is assisted by small groups of experts

nominated by Contracting States and international
organizations and approved by the Commission.

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1.1.4.5 Secretariat
Administrative body of the organization is the Secretariat.

The council appoints the Secretary General. The Secretary
General appoints the staff of the ICAO secretariat and
supervises and directs its activities.
There are 05 bureaus, working under the Secretary General
ICAO. They are:
Y Air Navigation Bureau
Y Air Transport Bureau
(ANB)
(ATB)
Y Technical Cooperation Bureau (TCB)

Y Bureau of administration and service (ADB)
Y Legal Affairs and External Relations Bureau
(LEB)

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1.1.4.6 Regions and regional offices

1.1.4.7 ICAO PU8LICATIONS
ICAO World Headquarters Montreal, Canada
The ICAO has seven regional offices serving nine

regions:
1. Asia
and
Pacific,
8angkok,
Thailand
(APAC)
www.icao.int/apac
2. Middle East Cairo Egypt
3. Western and Central Africa Dakar Senegal
4. South America Lima Peru
5. North America Central America and Caribbean Mexico City
Mexico.
6. Eastern and Southern Africa Nairobi Kenya
7. Europe and North Atlantic Paris France

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ICAO field manuals

Procedure for Air Navigation Services (PANS)
Air Navigation Plan
ICAO Annexes
Technical Manuals
Regional Supplementary Procedures
ICAO circulars
Aircraft Type Designators
Aviation Training Directory
ICAO Doc Series
ICAO Journal
ICAO MRTD Report
ICAO Regional Reports
Miscellaneous Publications
1.1.4.8 Web link for ICAO
Visit www.icao.int for more details

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1.1.4.9 National Aviation Authorities
Lithuania
Civil Aviation Administration
Luxemburg
Le Gouvernement
Luxembourg
Malta
Department of Civil Aviation
Poland
Civil Aviation Office

Ministry of Infrastructure
Portugal
Instituto Nacional de Aviar;ao Civil
Slovak
Republic
Ministry
of
Transport
Telecommunications/Directorate
Civil Aviation
Civil Aviation Authority
Slovenia
Ministry of Transport
Spain
Ministerio de Fomento - Aviaci6n Civil
Sweden
The
Netherlands
fur
Verkehr
Bau
und Wohnungswesen
Luftfahrt-Bundesamt
Luftfartsstyrelsen
Authority)
IVW - Luchtvaart- technische bedrijven (NL)/

IVW - Air - Airworthiness (EN)
Greece
Hellenic Civil Aviation Authority
Hungary
United
Kingdom
PLA Polgari Legikozlekedesi Hat6sag- Civil

Aviation Authority Hungary
Department for Transport

Ireland
Department of Transport
Irish Aviation Authority
Italy
Ente Nazionale per l'Aviazione Civile
Austria
Belgium
Bundesministerium fur Verkehr Innovation und

Technologie
Austrocontrol
Service Public Federal Mobilite et Transports Direction Generale Transport Aerien

Federale Overheidsdienst Mobiliteit en Vervoer
Czech
Republic

Ministry of Transport
Denmark
Statens Luftfartsvaesen (CAA - DK)
Estonia
Estonian Civil Aviation Administration :

Ministry
of
Economic
Affairs
and Communications
Finland
CAA Finland
France
Direction Generale de l'Aviation Civile
Germany
Bundesminister
Latvia
du
Grand-Duche
(Swedish
Posts
General
Civil
de
&
of
Aviation
Not yet added

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1.2
Role of the Pakistan CAA & General Understanding of

Civil Aviation Regulations:
1.2.1
Pakistan Civil Aviation Authority
Civil aviation activities in Pakistan started immediately after

independence in 1947 under civil Aircraft Rules 1937 but no
formal orders or ordinance was issued neither any particular
legislation took place until 1960.
In 1960 the first legal step was taken and President of

Pakistan promulgated an ordinance (No. XXXII of 1960)
known as the Civil Aviation Ordinance 1960 Quote "to make
better provisions for the control manufacture possession
use operation sale import and export of aircraft the control
and regulation of Air Transport Services and the control and
development of Aerodromes in Pakistan".
This was the first legal step taken.
A committee was formed by the Government of Pakistan

in1976 to draft rules for the regulation of Air Transport in
Pakistan.
As a result of these a set of Rules known as the "Civil

Aviation Rules 1978" were formulated and later
promulgated in January 1979.

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The Pakistan Civil Aviation Ordinance 1982 has replaced

the erstwhile Department of Civil Aviation with a semi autonomous body known as the Civil Aviation Authority
(C.A.A.).
As from 7th December, 1982 the Aeronautical Inspection

Directorate and its functions have been transferred to
Airworthiness Directorate of the Civil Aviation Authority
and all applications and enquiries hitherto addressed to
A.I.D.
Head Office should be addressed to HQs Civil Aviation

Authority Airworthiness Directorate JIAP Karachi. Latest
Revision of AWNOT No. 31 provides details of all PCAA
Airworthiness field offices.
The Pakistan CAA is a semi-autonomous body the

general direction and administration of the Authority and its
affairs are vested in a board which exercises all powers and
performs all functions and does all acts which are
exercised/performed or done by the authority.

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1.2.1.1
1.2.1.2
Mission of PCAA
Be a world-class service provider in the aviation industry.
Provide safe secure and efficient best-in-class aviation
services to the stakeholders
Functions of PCAA
Licensing of airlines
Licensing of pilots flight engineers navigators flight
operation officers air traffic controllers and aircraft
maintenance engineer
Certification of Airworthiness/ registration of aircraft
Provisions of air traffic control/navigational facilities
Maintenance of airports and runways
Provision of fire extinguishing and rescue facilities
Fixation of domestic tariff
Assists IATA in fixation of International tariff
Make bilateral agreements
The authority is responsible for promotion regulation and
control of civil aviation activities in Pakistan
The authority should from time to time prepare five year plan
for the approval of federal government for the development
of infrastructure for safe efficient economical and properly
coordinated air transport service in Pakistan

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1.2.1.3
Organ gram of Pakistan Civil Aviation Authority
Director General
PCAA
Deputy Director General

PCAA
Principal Director
Regulatory
Principal Director
Air Navigation
GM Medical
Mgmt
Director
Flight Stds
GM Licensing
Director
Airworthiness
Controller of
A/W (South)

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G.M
Engineering
G.M Regulatory
Principal Director
Airports
Controller of
A/W (LHE)
G.M Audit /
Surveillance
Controller of
A/W (North)

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1.2.1.4
1)
2)
3)
4)
5)
1.2.1.5
Various Directorates of PCAA
Flight Standards
Personnel Licensing
Airworthiness
Air Transport
Flight Inspection Unit
Y Scrutiny of AME license examination/P.C application and

providing AME license and P.C
Y Inspection of storage refueling and other approved
companies for compliance with laid down requirements
Y Monitor company approval examination
1.2.1.6
Responsibilities
of
Airworthiness
Airworthiness Directorate and their functions
Duties and
Directorate
Airworthiness Directorate is headed by Director Airworthiness.
Duties
and
Responsibilities
Airworthiness Directorate include
associated
with
the
Responsibilities associated w.r.t Airworthiness Directorate are as

follows
Y Monitoring of SBs and ADs

Y
Investigation
of
defects/delays
as
well
as
accidents/incidents (on request of SIB to become part of
SIB investigations) and special occurrences
Y Inspection and providing renewal related to C of A
Y Evaluation and approval of ECO
Y Supervision of weigh-ment
Y Scrutiny and providing approval of maintenance
schedule
Y Monitoring of reliability programs hard time on condition
and condition monitoring and providing approval for
Reliability manual
Y Inspections
issuing extension
and renewal of
maintenance organizations approval
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Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Aircraft Registration
Airworthiness Certificate
Proficiency Certificate
Aircraft Maintenance Engineers License
Wet Lease Aircraft Clearance
Concession grant
Engineering Change Order Approval
Extended Range Operation Approval
Maintenance Program Approval
Exposition Manual Approval
Reliability Manual Approval
Maintenance Schedule Approval

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1.2.2
General understanding of Civil Aviation Regulations
Article 13: (Entry and Clearance Regulations) A state's laws

and regulations regarding the admission and departure of
passengers crew or cargo from aircraft shall be complied
with on arrival upon departure and whilst within the territory
of that state.
Article 16: The authorities of each state shall have the right
to search the aircraft of other states on landing or departure
without unreasonable delay.
Article 24: Aircrafts flying to from or across the territory of

a state shall be admitted temporarily free of duty. Fuels Oil
spare parts regular equipment and aircraft stores retained
on board are also exempt custom duty inspection fees or
similar charges.
Article 29: Before an international flight the pilot in

command must ensure that the aircraft is airworthy duly
registered and that the relevant certificates are on board the
aircraft. The required documents are:
ICAO ANNEXES
Some of the principles and applications of Chicago Convention out
of 96 articles published in Doc 7300 are:
Article
1: Every state has complete and

exclusive sovereignty over airspace above its
territory.
Article 5: (Non-scheduled flights over State's Territory): The

aircraft of states other than scheduled international air
services have the right to make flights across state's
territories and to make stops without obtaining prior
permission. However the state may require the aircraft to
make a landing.
Article 10: (Landing at customs airports): The state can
require that landing to be at a designated customs airport
and similarly departure from the territory can be required to
be from a designated customs airport.
Article 12: Each state shall keep its own rules of the air as
uniform as possible with those established under the
convention the duty to ensure compliance with these rules
rests with the contracting state.

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o
o
o
o
o
o
o
Certificate of Registration
Certificate of Airworthiness
Passenger names place of boarding and destination
Crew licenses
Journey Logbook
Radio License
Cargo manifest
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Article 30: The aircraft of a state flying in or over the territory

of another state shall only carry radios licensed and used in
accordance with the regulations of the state in which the
aircraft is registered. The radios may only be used by
members of the flight crew suitably licensed by the state in
which the aircraft is registered.
Article 32: the pilot and crew of every aircraft engaged in
international aviation must have certificates of competency
and licenses issued or validated by the state in which the
aircraft is registered.
Article 33: (Recognition of Certificates and Licenses)
Certificates of Airworthiness certificates of competency and
licenses issued or validated by the state in which the aircraft
is registered shall be recognized as valid by other states.
The requirements for issue of those Certificates or
Airworthiness certificates of competency or licenses must
be equal to or above the minimum standards established by
the Convention.
Article 40: No aircraft or personnel with endorsed licenses
or certificate will engage in international navigation except
with the permission of the state or states whose territory is
entered. Any license holder who does not satisfy
international standard relating to that license or certificate
shall have attached to or endorsed on that license

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information regarding the particulars in which he does not

satisfy those standards".
The Convention is supported by ninteen annexes containing
standards and recommended practices (SARPs). The annexes
are amended regularly by ICAO and are as follows and are
published in six different languages (English French Spanish
Russian Arabic and Chinese)
Annex 1 - Personnel Licensing

Annex 2 - Rules of the Air
Annex 3 - Meteorological Service for International Air
Navigation
Vol I - Core SARPs
Vol II - Appendices and Attachments
Annex 4 - Aeronautical Charts
Annex 5 - Units of Measurement to be used in Air and
Ground Operations
Annex 6 - Operation of Aircraft
Part I - International Commercial Air Transport - Aero planes
Part II - International General Aviation - Aero planes
Part III - International Operations - Helicopters
Annex 7 - Aircraft Nationality and Registration Marks
Annex 8 - Airworthiness of Aircraft
Annex 9 - Facilitation
Annex 10 - Aeronautical Telecommunications
Vol I - Radio Navigation Aids
Vol II - Communication Procedures including those with
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PANS status
Vol III - Communication Systems
Part I - Digital Data Communication Systems
Part II - Voice Communication Systems
Vol IV - Surveillance Radar and Collision Avoidance
Systems
Vol V - Aeronautical Radio Frequency Spectrum Utilization
Annex 11 - Air Traffic Services - Air Traffic Control Service
Flight Information Service and Alerting Service
Annex 12 - Search and Rescue
Annex 13 - Aircraft Accident and Incident Investigation
Annex 14 - Aerodromes
Vol I - Aerodrome Design and Operations
Vol II - Heliports
Annex 15 - Aeronautical Information Services
Annex 16 - Environmental Protection
Vol I - Aircraft Noise
Vol II - Aircraft Engine Emissions
Annex 17 - Security: Safeguarding International Civil
Aviation Against Acts of Unlawful Interference
Annex 18 - The Safe Transport of Dangerous Goods by Air
Annex 19 - Safety Management System (SMS).

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1.3
The Role of the European Aviation Safety Agency
1.3.1
European Aviation Safety Agency EASA
EASA is an agency of the European Union (EU) with

offices in Cologne, Germany which has been given
regulatory and executive tasks in the field of civilian aviation
safety.
It was created on 28 September 2003 and it reached full
functionality in 2008 taking over functions of the JAA
(Joint Aviation Authorities)
Web site www.easa.europa.eu

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1.3.2
EASA Organogram
1.3.3

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The Role of EASA in Legislation
EASA contributes to the production of all European Union

legislation related to the regulation of civil aviation safety and
environmental compatibility.
It submits opinions to the European Union Commission and

must be consulted by the Commission on all legislative
proposals in this field.
Its experts have direct contact with all relevant organizations

and authorities and it makes use of the knowledge available
within industry and national administrations across the
European Union.
EASA in consultation with its stakeholders adopts also socalled 'soft rules'.
These are non-binding standards specifications and

guidance material to assist in the consistent application of
European Union legislation across the European Union.
Where Community law is implemented at Member State

level EASA assists the Commission in overseeing its
effective application and its uniform understanding.

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This ensures that the necessary standards are therefore

being developed and maintained properly uniformly and
consistently across the European Union.
Therefore EASA conducts inspections of undertakings as

well as national authorities throughout the European Union
both to monitor the application of European Union rules on
aviation safety and to assess the effectiveness of these
rules.
EASA also provides technical training which is essential to

achieve overall consistency and high-level standards.
EASA is an independent legal entity set up by the European

Union.
EASA assists the European Union Commission in preparing

European Union legislation on civil aviation safety and
environmental compatibility.
It also develops its own standards (certification specifications

and guidance material) to facilitate the implementation of its
objectives).
EASA is responsible for the certification of aeronautical

products - aircraft engine parts and appliances - and the
organizations that design them to ensure that aircraft are
airworthy and meet environmental standards.

1 - 19
It is also the 'one-stop-shop' for the certification of foreign

organizations that manufacture or maintain products used by
Community operators.
Where Community regulation is implemented at Member

State level (issuing of individual airworthiness certificates
and approvals to production and maintenance organizations
and personnel in their territory) EASA assists the
Commission in overseeing its effective and uniform
application.
EASA works closely with countries outside the European

Union and international organisations in the aviation field to
promote European Union safety standards and ensure a
high degree of harmonization across the world.
While the work of EASA focuses on the airworthiness and

environmental compatibility of aeronautical products it also
will be given additional responsibilities as the scope of
Community competences is extended to the regulation of air
operations the licensing of flight crew and the oversight of
third country aircraft flying in the territory of Member States.
In the longer term it is also envisaged that EASA will play a

role in relation to the safety regulation of airport operation
and air traffic management.

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1.3.4
Rule Making Regulation Structure

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1.3.5
EASA 8asic Regulation: (EC) No 216/2008

1 - 21

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E A S A R e g u la t io n
Y B .R e g 2 1 6 / 2 0 0 8
4 c h a p ters
7 0 A r t ic Ie s
A m e n d e d by
R e g u Ia t io n N o .
Y 69 0 / 2 0 09
Y 11 0 8 / 2 00 9
Y R e g u Ia t i o n
S tru c tu re
(E C ) N o 2 1 6 / 2 0 0 8
Y R e g N o. 1 7 0 2 /2 0 0 3
Y 3 8 1/ 2 0 0 5
Y 7 0 6/ 2 0 0 6
Y 3 3 5/ 2 0 0 7
Y 3 7 5/ 2 0 0 7
Y 2 8 7/ 2 0 0 8
Y 1 0 57 / 2 0 0 8
Y 1 1 94 / 2 0 0 9
Y 7 4 8 / 2 0 1 2 (N e w
r e p Ia c in g 1 7 0 2 /2 0 0 3 )

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Y
Y
Y
Y
Y
Y
Y
Y
R e g N o . 2 0 4 2 /2 0 0 3
70 7 / 2 0 0 6
37 6 / 2 0 0 7
10 5 6 / 2 0 08
12 7 / 2 0 1 0
96 2 / 2 0 1 0
11 4 9 / 2 0 11
59 3 / 2 0 1 2

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1.3.6.1
1.3.6
The Management of European Aviation Safety Agency

Control of EASA is ensured through the Management Board
which is made up of representatives of each European
Union Member State and the European Union Commission.
The Board adopts the work of EASA work program in cooperation with the European Union Commission.
It also adopts EASA budget after approval by the European

Union Parliament.
The Management Board appoints the Executive Director

who has responsibility for the management of EASA.
To fulfill its tasks the Board consults with an Advisory Body

of Interested Parties (ABIP) representing all aviation
stakeholders.
EASA is made up of four directorates corresponding to its

main tasks:
Y Rulemaking
Y Certification
Y Quality
Y Standardization

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Rulemaking
Y Currently the Basic Regulation establishes Community

competence only for the regulation of the airworthiness
and environmental compatibility of aeronautical products
parts and appliances.
Y Work is underway to extend the scope of this regulation
to embrace the regulation of pilot licensing air operations
and third country aircraft.
Y It is envisaged also to extend the scope of the Basic
Regulation to the safety regulation of airport operations
and air traffic control services.
Y With reference to rulemaking activities EASA consults
with two bodies:
National authorities (the Advisory Group of National

Authorities - AGNA). This is a political forum. The
UK CAA has one voice in this group but that voice is
significantly influential.
Stakeholder's representatives (the Safety Standards

Consultative Committee - SSCC).

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1.3.6.2
Certificatio
n
Y The new Certification Directorate is responsible for:
1.3.6.3
The management of all applications for design

organization approvals
the issue of related
certificates and their continued monitoring.
The management of all applications from non EU
countries or from EU country on request of the
competent authority of that country for production
organization approvals
the issue of related
certificates and their continued surveillance.
The management of all applications from non
European Union countries for maintenance and
maintenance training organization approvals the
issue of related certificates and their continued
surveillance.
Quality and Standardization

Y Where European Community law is implemented at
Member State level the Agency assists the
European Commission in overseeing its effective
application and its uniform understanding.

1 - 24
Y The necessary standards are therefore being

developed and maintained properly uniformly and
consistently across the European Union.
Y Accordingly
EASA
conducts
inspections of
undertakings as well as national authorities
throughout the EU both to monitor the application of
EU rules on aviation safety and to assess the
effectiveness of these rules.
Y EASA also provides technical training which is
essential to achieve overall consistency and highlevel standards.
Y In addition there is a directorate which deals entirely

with administration.
Y Each Director reports to the Executive Director.
Y Decisions of EASA which adversely affect a person

or organisation may be addressed to the Board of
Appeal established specifically for the purpose.
Y This Board is an independent body whose decisions
may be appealed to the European Union Court of
Justice.
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Y EASA is bound to implement the decisions of the

Board of Appeal and the Court.
1.4
Relationship between Part-21, Part-M, Part-145, Part-66,
Part-147 and EU-OPS
(Brazil) and the Interstate Aviation Committee (Russia) work

with EASA to ensure compliance with international standards
and to facilitate trade in aeronautical products.
Y Accident investigation bodies issue safety recommendations
and analysis that guide the agency's safety strategy.
1.4.1 The Relationship 8etween EASA and Other Aviation

Authorities
1.4.2
EASA works closely with representatives of other organizations to
ensure that the agency takes their views into account:
Under the European Aviation Safety Agency (EASA)

regulation (EC) 1592/2002 it is a legal requirement
throughout the member states of the European Union (EU)
for aircraft to be maintained by organizations which have
been approved to do so by EASA and the approval has
been issued and is being supervised on its behalf by the
Competent Authority in each member state and by EASA
itself in non-member states.
In the case of the UK the competent authority is the Civil

Aviation Authority (CAA).
The approval is issued in
accordance with Implementing Regulations Part-145 (IR
Part-145).
As a consequence of this requirement Certifying
Y Interested parties in industry which are subject to rules

drafted by EASA are key to ensuring the success of civil
aviation safety standards by assisting in the drafting and
correct application of European Community and EASA rules;
Y European aviation authorities perform a critical role in
assisting EASA with the performance of its core rulemaking
certification and standardization functions;
Y International aviation organizations such as the Joint
Aviation Authorities Euro control and the International Civil
Aviation Organization work together with EASA to promote
international civil aviation standards;
Y International aviation authorities such as the Federal
Aviation Administration Transport Canada DAC/CTA

1 - 25
The Relationship between Part-66, Part-147 and Part-145
Maintenance Engineers and Mechanics who are employed

within these maintenance organizations are required in the
first instance to be approved to a suitable standard based on
education training and experience.
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On satisfying the basic requirements Certifying Maintenance

Engineers and Mechanics are granted a license by the
relevant
competent authority in
accordance
with
Implementing Regulations Part-66 (IR Part-66).
As they accumulate experience and undertake aircraft and

equipment type and task training then this is reflected on
their individual licenses and in the scope of work which they
are approved to carry out.
In order to obtain the elements of basic training necessary
for the granting of an IR Part-66 license and to take the
necessary examinations which provide the evidence of
conformity for the issue of a Part-66 license organizations
have been set up in accordance with Implementing
Regulations Part-147 (IR Part-147) these organizations are
approved to provide the basic training conversion of license
training and aircraft and equipment type training depending
on the specification of each IR Part-147 training organization
approval.

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1.4.3 Relationship b/w EASA Part 21, Part M, Part 145, Part 66,
Part 147 & EU-OPS

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Sub Module 2 - Aircraft Maintenance Engineer License
Sub Module 2
AIRCRAFT MAINTENANCE
ENGINEER LICENSE

PTC/CM/Aviation Legislation/01
2-1

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2-2

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Detailed Understanding of ANO 066 and EASA Part-66
Chapter 3: Guidance Material to ANO-066

(Section A: Technical Requirements)*
FOREWORD
1. The Civil Aviation Authorities of South Asian Regional Initiative

(SARI) members (here in after referred as "Member State Country")
have agreed to a common comprehensive and detailed aviation
requirements with a view to make it compatible for maintenance
carried out in one Member State to be accepted by the Civil Aviation
Authority in another Member State.
ANO-066-AWRG (herein also referred as "ANO-066") requirements

for issuance of Aircraft Maintenance Engineer License has been
developed to address issuance of license of personnels involved in
the maintenance of large aircraft or aircraft used for commercial air
transport and components intended for fitment thereto.
ANO-066 has been divided in to three chapters:
* PCAA has published Section B of Chapter 1 2 & 3 of SARI Part066 document in the form of "Manual" under the title of "PCAA
Procedures for Aircraft Maintenance Engineer License" with
reference MNL-066-AWRG (herein also referred as MNL-066)".
MNL-066 will be the source document for all working procedures of
PCAA to deal with Aircraft Maintenance Licenses issued under
ANO-066.
Moreover it will be ensured that whenever there is any change in

SARI-066 document ANO-066 and/or MNL-066 shall be updated
accordingly.
Chapter 1: Regulations
(Section A: Technical Requirements)*refer text below
Chapter 2: Acceptable Means of Compliance to ANO-066
(Section A: Technical Requirements)*

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CHAPTER 1:
SECTION A -
REGULATION
TECHNICAL REQUIREMENTS
SUBPART A:
AIRCRAFT MAINTENANCE ENGINEER

LICENSE
AEROPLANES
AND
HELICOPTERS
ANO.066.A.1 Scope
(a) This section establishes the requirements for the issue of an
Aircraft Maintenance Engineer License and conditions of its validity
and use for aero planes and helicopters of the following categories:
Category A
Category B1
Category B2
Category C
(Line Maintenance Certifying

Mechanic)
(Maintenance Certifying Technician
Mechanical)
(Maintenance Certifying Technician
Avionic)
(Base Maintenance Certifying
Engineer)
(b) Categories A and B1 are subdivided into subcategories relative

to combinations of aeroplanes helicopters turbine and piston
engines. The subcategories are:

2-4
A1 and B1.1
A2 and B1.2
A3 and B1.3
A4 and B1.4
Aero planes Turbine

Aero planes Piston
Helicopters Turbine
Helicopters Piston
ANO.066.A.2 Authority
This Air Navigation order is issued by Director General Civil Aviation
Authority of Pakistan in pursuance of power vested in him under
Rule 4 5 51 180 and 360 and all other enabling provisions of the
Civil Aviation Rules 1994 (CARs 94).
ANO.066.A.3 Implementation
This Air Navigation Order shall become effective from 18th
November, 2013 and supersedes all previous regulations
information and PCAA publications on "Aircraft Maintenance
Engineer License (Basic or Type)". However the phase wise
applicability of this ANO will be as per the directives of Director
Airworthiness issued for mandatory compliance to meet the defined
timeline.
ANO.066.A.4 Applicability
Applicable to all AMEs/Technicians/Aviation cadets who performs or
intended
to
perform
maintenance
activity
carryout
scheduled/unscheduled inspection replacement or modifications

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on Aircrafts in PCAA approved manner.

ANO.066.A.10
Application
a) An application for an Aircraft Maintenance Engineer Licence or

change to such licence shall be made on PCAA Form 19 in a
manner established by PCAA and submitted thereto. .
b) In addition to the documents required in points ANO.066.A.10(a)
as appropriate the applicant for additional basic categories or
subcategories to an Aircraft Maintenance Engineer licence shall
submit his/her current original Aircraft Maintenance Engineer licence
to PCAA together with PCAA Form 19.
ANO.066.A.15
Eligibility
An applicant for an Aircraft Maintenance Engineer License shall be

at least 18 years of age.
ANO.066.A.20
Privileges
(a)
Subject to compliance with paragraph (b)
privileges shall apply:
the following
1. A category A Aircraft Maintenance Engineer license

permits the holder to issue certificates of release to service
(CRS) following minor scheduled line maintenance and
simple defect rectification within the limits of tasks
2-5
specifically endorsed on the authorisation. The certification

privileges shall be restricted to work that the license holder
has personally performed in a maintenance organisation
approved by PCAA.
2. A category 81 Aircraft Maintenance Engineer licence
shall permit the holder to issue certificates of release to
service following maintenance including aircraft structure
powerplant and mechanical and electrical systems.
Replacement of avionic line replaceable units requiring
simple tests to prove their serviceability shall also be
included in the privileges. Category B 1 shall automatically
include the appropriate 'A' subcategory.
3. A category 82 Aircraft Maintenance Engineer licence
shall permit the holder to issue CRS following maintenance
on avionic and electrical systems.
4. A category 'C' Aircraft Maintenance Engineer licence
shall permit the holder to issue certificates of release to
service following base maintenance on aircraft. The
privileges apply to the aircraft in its entirety in a ANO-145
organisation.
(b) The holder of an Aircraft Maintenance Engineer licence may not
exercise certification privileges unless:
1. in compliance with the applicable requirements of
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Continuing Airworthiness and/or ANO-145.

2. in the preceding two-year period he/she has either had
six months of maintenance experience in accordance with
the privileges granted by the Aircraft Maintenance Engineer
license or met the provision for the issue of the appropriate
privileges.
3. he has the adequate competence to certify maintenance
on the corresponding aircraft.
4. he/she is able to read write and communicate to
understandable level in the language(s) in which
technical documentation and procedures necessary
support the issue of the certificate of release to service
written.
ANO.066.A.25
an
the
to
are
8asic knowledge requirements
(a) An applicant for an Aircraft Maintenance Engineer license or the

addition of a category or subcategory to such an Aircraft
Maintenance Engineer license shall demonstrate by examination a
level of knowledge in the appropriate subject modules in
accordance with Basic Knowledge Requirements.
The basic
knowledge examinations shall be conducted by a training
organisation appropriately approved under EASA Part-147 or ANO147 or by PCAA.

2-6
(b) Full or partial credit against the basic knowledge requirements

and associated examination shall be given for any other technical
qualification considered by PCAA to be equivalent to the knowledge
standard of this ANO. Such credits shall be established in
accordance with Examination Credit
Examination Credit
(a) PCAA may only grant examination credit on the basis of an
examination credit report
(b) The examination credit report must be either developed by
PCAA or approved by PCAA.
Examination credit report
(a) For each technical qualification concerned the report shall
identify the subject matter and knowledge levels contained in Basic
Knowledge Requirements to ANO-066 relevant to the particular
category being compared.
(b) The report shall include a statement of compliance against each
subject stating where in the technical qualification the equivalent
standard can be found. If there is no equivalent standard for the
particular subject the report shall state such facts.
(c) Based upon paragraph (b) comparison the report shall indicate
for each technical qualification concerned the Appendix I subject
matters subject to examination credits.
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(d) Where the national qualification standard is changed the report

shall be amended as necessary.
ANO.066.A.30 Experience requirements
(a) An applicant for an Aircraft Maintenance Engineer Licence shall
have acquired:
1. for category 'A' and subcategories 81.2 and 81.4:
(i) Three years (03) of practical maintenance experience on
operating aircraft if the applicant has no previous relevant
technical training; or
(ii) Two years (02) of practical maintenance experience on
operating aircraft and completion of training considered
relevant by PCAA as a skilled worker in a technical trade
(Skilled worker is a person who has successfully completed
a training acceptable to PCAA & involved in manufacture
repair overhaul or inspection of mechanical electrical or
electronic equipment. Training would include the use of tools
& measuring devices); or
(iii) One year (01) of practical maintenance experience on
operating aircraft and completion of EASA Part-147 or ANO147 approved basic training course.

2-7
2. for category 82 and subcategories 81.1 and 81.3:

(i) Five years (05) of practical maintenance experience on
operating aircraft if the applicant has no previous relevant
technical training; or
(ii) Three years (03) of practical maintenance experience on
operating aircraft and completion of training considered
relevant by PCAA as a skilled worker in a technical trade
(Skilled worker is a person who has successfully completed
a training acceptable to PCAA & involved in manufacture
repair overhaul or inspection of mechanical electrical or
electronic equipment. Training would include the use of tools
& measuring devices); or
(iii) Two years (02) of practical maintenance experience on
operating aircraft and completion of EASA Part-147 or ANO 147 approved basic training course.
3. for category C with respect to large aircraft:
(i) Three years (03) of experience exercising category B1.1
B1.3 or B2 privileges on large aircraft or as ANO-145 B1.1
B1.3 or B2 support staff or a combination of both; or
(ii) Five years (05) of experience exercising category B1.2
or B1.4 privileges on large aircraft or as ANO-145 B1.2 or
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B1.4 support staff or a combination of both; or

4. for category C with respect to non-large aircraft:
Three years (03) of experience exercising category B 1 or
B.2 privileges on non large aircraft or as ANO-145 B1 or B2
support staff or a combination of both; or
5. For category C obtained through the academic route:
a) An applicant holding an academic degree in a technical
discipline from a university or other higher educational
institution recognized by Higher Education Commission
(HEC) and PCAA three years (03) of experience
working in a civil aircraft maintenance environment on a
representative selection of tasks directly associated with
aircraft maintenance including six months (06) of
observation of base maintenance tasks.
(b) An applicant for an extension to an Aircraft Maintenance

Engineer license shall have a minimum civil aircraft
maintenance experience requirement appropriate to the
additional category or subcategory of license applied
(Experience Requirements for extending ANO 66 AML)
as defined below

2-8
(c) For category A B1 and B2 the experience must be

practical
which means being involved with a
representative cross section of maintenance tasks on
aircraft.
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(d) For all applicants at least one year (01) of the required
experience must be recent maintenance experience on
aircraft of the category/subcategory for which the initial
Aircraft Maintenance Engineer Licence is sought. For
subsequent category/subcategory additions to an existing
Aircraft Maintenance Engineer Licence the additional recent
maintenance experience required may be less than one year
but must be at least three months. The required experience
must be dependent upon the difference between the licence
category/subcategory held and applied for. Such additional
experience must be typical of the new licence
category/subcategory sought.
License holder.
(c) Any certification privilege based upon an Aircraft Maintenance
Engineer License becomes invalid as soon as the Aircraft
Maintenance Engineer licence is invalid.
(d) The Aircraft Maintenance Engineer license is only valid
Y When issued and/or changed by PCAA and
Y When the holder has signed the document.
NOTE: Validity of license is not affected by the lack of recent
experience. This is only a requirement for exercising the
privileges
ANO.066.A.45
ANO.066.A.40
Continued
Maintenance Engineer License
validity
of
the
(a) The Aircraft Maintenance Engineer licence becomes invalid after

two years unless the holder submits his/her aircraft maintenance
licence to PCAA in order to verify that the information contained in
the licence is the same as that contained in PCAA records
(b) The holder of an Aircraft Maintenance Engineer Licence shall
complete the relevant parts of PCAA Form 19 and submit it with the
holder's copy of the licence to local Airworthiness field office unless
the holder works in a maintenance organisation approved in
accordance with ANO-145 that has a procedure in its exposition
whereby such organisation may submit the necessary
documentation on behalf of the Aircraft Maintenance Engineer
2-9
Type/task training and ratings
Aircraft
(a) The holder of a category A Aircraft Maintenance Engineer
Licence may only exercise certification privileges on a specific
aircraft type following the satisfactory completion of the relevant
category A aircraft task training carried out by an appropriately
approved ANO-145 or ANO-147 organization. The training shall
include practical hands on training and theoretical training as
appropriate for each task authorized. Satisfactory completion of
training shall be demonstrated by an examination and/or by
workplace assessment carried out by an appropriately approved
ANO-145 or ANO-147 organization.
(b) the holder of a category B1 B2 or C Aircraft Maintenance
Engineer license shall only exercise certification privileges on a
specific aircraft type when the Aircraft Maintenance Engineer
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licence is endorsed with the appropriate aircraft type rating.
PCAA person within 24 hours.
(c) ratings shall be granted following satisfactory completion of the

relevant category B1 B2 or C aircraft type training approved by
PCAA or conducted by an appropriately approved EASA Part-147 or
ANO-147 maintenance training organisation.
ANO.066.A.70
(d) Category B1 and B2 approved type training shall include

theoretical and practical elements. Theoretical and practical training
shall comply with Type Training Examination Standards .
(e) Category C approved type training shall comply with Type
Training Examination Standards to this ANO. In the case of a
category C person qualified by holding an academic degree the first
relevant aircraft type theoretical training shall be at the category B1
or B2 level. Practical training is not required.
(f) Completion of approved aircraft type training shall be
demonstrated by an examination. The examination shall comply
with Type Training Examination Standards. The examinations in
respect of category B1 or B2 or C aircraft type ratings shall be
conducted by training organizations appropriately approved under
ANO-147 PCAA or the training organization conducting the
approved training course.
Conversion provisions
(a) The holder of a valid certifying staff qualification issued by PCAA

prior to the date of entry into force of this ANO shall be issued an
Aircraft Maintenance Engineer license without further examination
subject
(b) A person undergoing a qualification process valid in Pakistan

prior to the date of entry into force of this ANO may continue to
be qualified. The holder of a qualification gained following such
qualification process shall be issued an aircraft maintenance
licence without further examination subject to the conditions
specified in Conversion of National Qualifications
Conversion report for national qualifications
The report shall describe the scope of each type of qualification and
show to which aircraft maintenance license it will be converted
which limitation will be added and the ANO-066 module/subjects on
which examination is needed to ensure conversion to the aircraft
maintenance license without limitation or to include an additional
(sub-) category. The report shall include a copy of the existing
regulation defining the license categories and scopes.
ANO.066.A.55
Evidence of qualification
Personnel exercising certification privileges must produce their
license as evidence of qualification if requested by an authorized
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8asic Knowledge Requirements

Objectives:
1. Knowledge Levels - Category A, 81,
Maintenance Engineer License
82 and C Aircraft
Basic knowledge for categories A B1 and B2 are indicated by the

allocation of knowledge levels indicators (1 2 or 3) against each
applicable subject. Category C applicants must meet either the
category B1 or the category B2 basic knowledge levels. The
knowledge level indicators are defined as follows:
LEVEL 1:
The applicant should be able to understand the theoretical

fundamentals of the subject.
The applicant should be able to give a general description of
the subject using as appropriate typical examples.
The applicant should be able to use mathematical formulae
in conjunction with physical laws describing the subject.
The applicant should be able to read and understand
sketches drawings and schematics describing the subject.
The applicant should be able to apply his knowledge in a
practical manner using detailed procedures.
A familiarization with the principal elements of the subject.

LEVEL 3:
Objectives:
The applicant should be familiar with the basic elements of

the subject.
The applicant should be able to give a simple description of
the whole subject using common words and examples.
The applicant should be able to use typical terms.
LEVEL 2:
A general knowledge of the theoretical and practical aspects of the
subject. An ability to apply that knowledge.

2 - 11
A detailed knowledge of the theoretical and practical aspects of the

subject. A capacity to combine and apply the separate elements of
knowledge in a logical and comprehensive manner.
Objectives:
The applicant should know the theory of the subject and
interrelationships with other subjects.
The applicant should be able to give a detailed description
of the subject using theoretical fundamentals and specific
examples.
The applicant should understand and be able to use

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mathematical formulae related to the subject.

The applicant should be able to read understand and
prepare sketches simple drawings and schematics
describing the subject.
The applicant should be able to apply his knowledge in a
practical manner using manufacturer's instructions.
2. MODULARIZATION
Qualification on basic subjects for each ANO-066 Aircraft
Maintenance Engineer license category or subcategory should be in
accordance with the following matrix. Applicable subjects are
indicated by an 'X':

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"8asic Examination Standard"
multi-choice part of the examination is 75 %.
1. Standardization 8asis For Examinations
1.8 The pass mark for each essay question is 75% in that the
candidates answer must contain 75% of the required key points
addressed by the question and no significant error related to any
required key point.
1.9 If either the multi-choice part only or the essay part only is failed
then it is only necessary to retake the multi-choice or essay part as
appropriate.
1.1 All basic examinations must be carried out using the multichoice question format and essay questions as specified below.
1.2 Each multi-choice question must have three alternative answers
of which only one must be the correct answer and the candidate
must be allowed a time per module which is based upon a nominal
average of 75 seconds per question.
1.3 Each essay question requires the preparation of a written
answer and the candidate must be allowed 20 minutes to answer
each such question.
1.4 Suitable essay questions must be drafted and evaluated using
the knowledge syllabus in ANO-066 Appendix I Modules 7 9 and
10.
1.5 Each question will have a model answer drafted for it which will
also include any known alternative answers that may be relevant for
other subdivisions.
1.6 The model answer will also be broken down into a list of the
important points known as Key Points.
1.7 The pass mark for each ANO-066 module and sub-module
2 - 13
1.10 Penalty marking systems must not be used to determine

whether a candidate has passed.
1.11 All ANO-066 modules that make up a complete ANO-066
Aircraft Maintenance Engineer license category or subcategory
must be passed within a 5 year time period of passing the first
module
1.12. A failed module may not be retaken for at least 90 days
following the date of the failed module examination except in the
case of a ANO-147 approved maintenance training organisation
which conducts a course of retraining tailored to the failed subjects
in the particular module when the failed module may be retaken
after 30 days.
1.12 The 5 year time period specified in paragraph 1.11 does not
apply to those modules which are common to more than one ANO066 Aircraft Maintenance Engineer license category or subcategory
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and which were previously passed as part of another such category

or subcategory examination.

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"Type Training Examination Standard"

1. Type training levels The three levels listed below define the
objectives that a particular level of training is intended to achieve.
Level 1: General Familiarization
A brief overview of the airframe systems and power plants as
outlined in the systems description section of the Aircraft
Maintenance Manual.
troubleshooting. General knowledge of the theoretical and practical

aspects of the subject.
Course objectives:
In addition to the information contained in the Level 1 training at the
completion of this Level 2 Ramp and Transit training the student will
be able to:
1.
Course objectives:
Upon completion of the course the student will be able to
1. Provide a simple description of the whole subject using
common words and example using typical terms and identify
safety precautions related to the airframe its systems and
power plant
2. Identify maintenance practices important to the airframe its
systems and power plant
3. Define the general layout of the aircraft's major systems
4. Define the general layout and characteristics of the power
plant
5. Identify special tooling and test equipment used with the
aircraft
Level 2: Ramp and transit
Basic system overview of controls indicators principal components
including their location and purpose servicing and minor

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Understand
the
theoretical
fundamentals;
apply
knowledge in a practical manner using detailed procedures;

2. Recall the safety precautions to be observed when
working on or near the aircraft power plant and systems.
3. Demonstrate knowledge of the main ramp and transit
(through-flight) activities of the following:
o
o
o
o
o
o
o
o
o
o
o
o
Doors windows and hatches.

Electrical power supplies.
Fuel.
Auxiliary power unit.
Power plant.
Fire protection.
Environmental Control Systems.
Hydraulic power.
Landing gear.
Flight controls.
Water/waste.
Oxygen.

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o
o
Flight and service interphone.

o Avionics.
Cabin equipment/furnishings.
4. Describe systems and aircraft handling particularly

access power availability and sources.
5. Identify the locations of the principal components.
6. Explain the normal functioning of each major system
including terminology and nomenclature.
7. Perform the procedures for ramp and transit servicing
associated with the aircraft for the following systems:
o
o
o
o
Fuel
Power Plants
Hydraulics
Landing Gear
o
o
Water/Waste
Oxygen.
8. Demonstrate proficiency in use of crew reports and onboard reporting systems (minor troubleshooting) and
determine aircraft airworthiness per the MEL/CDL.
9. Identify and use appropriate documentation.
10. Locate those procedures for replacement of components
for ramp and transit activities identified in objective 2.

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Level 3: Line and 8ase Maintenance Training

Detailed
description
operation
component
location
removal/installation and bite and troubleshooting procedures to
maintenance manual level.
Course objectives:
In addition to the information contained in Level 1 and Level 2
training at the completion of Level III Line and Base Maintenance
training the student will be able to:
(a) Demonstrate a theoretical knowledge of aircraft systems
and structures and interrelationships with other systems
provide a detailed description of the subject using theoretical
fundamentals and specific examples and to interpret results
from various sources and measurements and apply
corrective action where appropriate;
(b) Perform system engine component and functional
checks as specified in the maintenance manual.
(c) Correlate information for the purpose of making decisions
in respect of fault diagnosis and rectification to maintenance
manual level.
(d) Describe procedures for replacement of components
unique to aircraft type.

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2. Type training standard
(c) Content:
Although aircraft type training includes both theoretical and practical

elements courses can be approved for the theoretical element the
practical element or for a combination of both.
As a minimum the elements in the Syllabus below that are

specific to the aircraft type must be covered. Additional
elements introduced due to technological changes shall also
be included. The training syllabus shall be focused on
mechanical and electrical aspects for B1 personnel and
electrical and avionic aspects for B2.
2.1. Theoretical element

(a) Objective:
2.2. Practical element

On completion of a theoretical training course the student
shall be able to demonstrate to the levels identified in the
Appendix III syllabus the detailed theoretical knowledge of
the aircraft's applicable systems structure operations
maintenance repair and troubleshooting according to
approved maintenance data. The student shall be able to
demonstrate the use of manuals and approved procedures
including the knowledge of relevant inspections and
limitations.
(b) Level of training:
Training levels are those levels defined in paragraph 1
above. After the first type course for category C certifying
staff all subsequent courses need only be to level 1.

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The practical training element must consist of the performance of

representative maintenance tasks and their assessment in order to
meet the following objectives:
(a) Ensure safe performance of maintenance inspections
and routine work according to the maintenance manual and
other relevant instructions and tasks as appropriate for the
type of aircraft for example troubleshooting repairs
adjustments replacements rigging and functional checks
such as engine run etc if required.
(b) Correctly use all technical literature and documentation
for the aircraft.
(c) Correctly use specialist/special tooling and test
equipment
perform
removal and replacement of
components and modules unique to type including any onwing maintenance activity.

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3. Type training examination standard
4. Type examination standard
Where aircraft type training is required the examination must be

written and comply with the following:
1. Format of the examination is of the multiple-choice type.

Each multiple-choice question must have three alternative
answers of which only one must be the correct answer. The
time for answering is based upon a nominal average of 120
seconds per level 3 question and 75 seconds per level 1 or 2
question.
2. The examination must be of the closed book type. No
Where type training is not required the examination must be

oral written or practical assessment based or a combination
thereof.
Oral examination questions must be open.
written examination questions must be essay type or
multiple-choice questions.
Practical assessment must
reference material is permitted. An exception will be made

for the case of examining a B1 or B2 candidate's ability to
interpret technical documents.
3. The number of questions must be at least one question
per hour of instruction subject
to a minimum of two questions per Syllabus subject. PCAA
will assess number and level of questions on a sampling
basis when approving the course.
4. The examination pass mark is 75 %.
5. Penalty marking is not to be used to determine whether a
candidate has passed.
6. End of module phase examinations cannot be used as
part of the final examination unless they contain the correct
number and level of questions required.

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determine
person's
competence to perform a task.

Examination subjects must be on a sample of subjects
drawn from paragraph 2 type training/examination syllabus
at the indicated level.
PCAA FORM - 19
APPLICATION FORM
1. PCAA form-19 is used for application for the Aircraft
Maintenance Engineer license referred in this ANO.

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PCAA FORM - 26
AIRCRAFT MAINTENANCE ENGINEER LICENSE
1. An example of the aircraft maintenance license referred to in
ANO-066 can be found on the following pages.

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EASA Part 66
SECTION A
SU8PART A
AIRCRAFT MAINTENANCE LICENCE
- A2 and B1.2 Aeroplanes Piston

- A3 and B1.3 Helicopters Turbine
- A4 and B1.4 Helicopters Piston
(c) Category B3 is applicable to piston-engine non-pressurised
aeroplanes of 2 000 kg MTOM and below.
66.A.1 Scope
66.A.10 Application
This section defines the aircraft maintenance license and

establishes the requirements for application issue and continuation
of its validity.
(a) An application for an aircraft maintenance licence or change to

such licence shall be made on an EASA Form 19.
66.A.3 Licence categories
(b) An application for the change to an aircraft maintenance licence

shall be made to the competent authority of the Member State that
issued the aircraft maintenance licence.
(a) Aircraft maintenance licences include the following categories:

- Category A
- Category B1
- Category B2
- Category B3
- Category C
(c) In addition to the documents required as appropriate the

applicant for additional basic categories or subcategories to an
aircraft maintenance licence shall submit his/her current original
aircraft maintenance licence to the competent authority together
with the EASA Form 19.
(b) Categories A and B1 are subdivided into subcategories relative

to combinations of aeroplanes helicopters turbine and piston
engines. These subcategories are:
- A1 and B1.1 Aeroplanes Turbine
(f) Each application shall be supported by documentation to

demonstrate compliance with the applicable theoretical knowledge
practical training and experience requirements at the time of
application.

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66.A.15 Eligibility
An applicant for an aircraft maintenance licence shall be at least 18
years of age.
66.A.20 Privileges
(a) The following privileges shall apply:
1. A category A aircraft maintenance licence permits the
holder to issue certificates of release to service following
minor scheduled line maintenance and simple defect
rectification within the limits of tasks specifically endorsed on
the certification authorization. The certification privileges
shall be restricted to work that the licence holder has
personally performed in the maintenance organisation that
issued the certification authorisation.
2. A category B1 aircraft maintenance licence shall permit
the holder to issue certificates of release to service and to
act as B1 support staff following:
- maintenance performed on aircraft structure
powerplant and mechanical and electrical systems
- work on avionic systems requiring only simple
tests to prove their serviceability and not
requiring troubleshooting.
Category B1 includes the corresponding A subcategory.
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the holder:
(i) to issue certificates of release to service and to act as B2
support staff for following:
- maintenance performed on avionic and electrical
systems and
- electrical and avionics tasks within powerplant and
mechanical systems requiring only simple
tests to prove their serviceability; and
(ii) to issue certificates of release to service following minor
scheduled line maintenance and simple defect rectification
within the limits of tasks specifically endorsed on the
certification authorisation. This certification privilege shall be
restricted to work that the licence holder has personally
performed in the maintenance organisation which issued the
certification authorisation and limited to the ratings already
endorsed in the B2 licence.
The category 82 licence does not include any A subcategory.
the holder to issue certificates of release to service and to
act as B3 support staff for:
- maintenance performed on aeroplane structure
powernplant and mechanical and electrical systems
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- work on avionic systems requiring only simple

tests to prove their serviceability and not
requiring troubleshooting.
5. A category C aircraft maintenance licence shall permit the
holder to issue certificates of release to service following
base maintenance on aircraft. The privileges apply to the
aircraft in its entirety.
(b) The holder of an aircraft maintenance licence may not exercise
its privileges unless:
1. in compliance with the applicable requirements of Annex I
(Part-M) and Annex II (Part-145); and
2. in the preceding 2-year period he/she has either had
6
months of maintenance experience in accordance with the
privileges granted by the aircraft maintenance licence or
met the provision for the issue of the appropriate privileges;
and
3. he/she has the adequate competence to certify
maintenance on the corresponding aircraft; and
4. he/she is able to read write and communicate to an
understandable level in the language(s) in which the
technical documentation and procedures necessary to
support the issue of the certificate of release to service are
written.

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66.A.25 8asic knowledge requirements

(a) An applicant for an aircraft maintenance licence or the addition
of a category or subcategory to such a licence shall demonstrate by
examination a level of knowledge in the appropriate subject
modules in accordance with the Basic Knowledge requirements as
led down in Annex III (Part-66). The examination shall be conducted
either by a training organisation appropriately approved in
accordance with Annex IV (Part-147) or by the competent authority.
(b) The training courses and examinations shall be passed within 10
years prior to the application for an aircraft maintenance licence or
the addition of a category or subcategory to such aircraft
maintenance licence. Should this not be the case examination
credits may however be obtained in accordance with point (c).
(c) The applicant may apply to the competent authority for full or
partial examination credit to the basic knowledge requirements for:
1. basic knowledge examinations that do not meet the
requirement described in point (b) above; and
2. any other technical qualification considered by the
competent authority to be equivalent to the knowledge
standard of Annex III (Part-66).
Credits shall be granted in accordance with Subpart E of Section B
of this Annex (Part-66).
(d) Credits expire 10 years after they were granted to the applicant
by the competent authority. The applicant may apply for new credits
after expiration.

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66.A.30 8asic experience requirements
approved in accordance with Annex IV (Part-147);
(a) An applicant for an aircraft maintenance licence shall have

acquired:
3. for category C with respect to large aircraft:

(i) 3 years of experience exercising category B1.1 B1.3 or
B2 privileges on large aircraft or as support staff or a
combination of both; or
(ii) 5 years of experience exercising category B1.2 or B1.4
privileges on large aircraft or as support staff or a
combination of both;
1. for category A subcategories B1.2 and B1.4 and category

B3:
(i) 3 years of practical maintenance experience on operating
aircraft if the applicant has no previous relevant technical
training; or
(ii) 2 years of practical maintenance experience on operating
aircraft and completion of training considered relevant by the
competent authority as a skilled worker in a technical trade;
or
(iii) 1 year of practical maintenance experience on operating
aircraft and completion of a basic training course approved
in accordance with Annex IV (Part-147);
2. for category B2 and subcategories B1.1 and B1.3:
(i) 5 years of practical maintenance experience on operating
aircraft if the applicant has no previous relevant technical
training; or
(ii) 3 years of practical maintenance experience on operating
aircraft and completion of training considered relevant by the
competent authority as a skilled worker in a technical trade;
or
(iii) 2 years of practical maintenance experience on
operating aircraft and completion of a basic training course
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4. for category C with respect to other than large aircraft: 3

years of experience exercising category B1 or B2 privileges
on other than large aircraft or as support staff or a
combination of both;
5. for category C obtained through the academic route: an
applicant holding an academic degree in a technical
discipline from a university or other higher educational
institution recognised by the competent authority
3 years of experience working in a civil aircraft maintenance
environment on a representative selection of tasks directly
associated with aircraft maintenance including 6 months of
observation of base maintenance tasks.
(b) An applicant for an extension to an aircraft maintenance licence

shall have a minimum civil aircraft maintenance experience
requirement appropriate to the additional category or subcategory of
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licence applied for as defined in Annex (Part-66).

66.A.40 Continued validity of the aircraft maintenance licence
(c) The experience shall be practical and involve a representative
cross section of maintenance tasks on aircraft.
(d) At least 1 year of the required experience shall be recent
maintenance experience on aircraft of the category/subcategory for
which the initial aircraft maintenance licence is sought. For
subsequent category/subcategory additions to an existing aircraft
maintenance licence the additional recent maintenance experience
required may be less than 1 year but shall be at least 3 months.
The required experience shall be dependent upon the difference
between the licence category/subcategory held and applied for.
Such additional experience shall be typical of the new licence
category/ subcategory sought.
(e) Notwithstanding paragraph (a) aircraft maintenance experience
gained outside a civil aircraft maintenance environment shall be
accepted when such maintenance is equivalent to that required by
this Annex (Part-66) as established by the competent authority.
Additional experience of civil aircraft maintenance shall however
be required to ensure adequate understanding of the civil aircraft
maintenance environment.
(f) Experience shall have been acquired within the 10 years
preceding the application for an aircraft maintenance licence or the
addition of a category or subcategory to such a licence.

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(a) The aircraft maintenance licence becomes invalid 5 years after

its last issue or change unless the holder submits his/her aircraft
maintenance licence to the competent authority that issued it in
order to verify that the information contained in the licence is the
same as that contained in the competent authority records
(b) The holder of an aircraft maintenance licence shall complete the
relevant parts of EASA Form 19 and submit it with the holder's copy
of the licence to the competent authority that issued the original
aircraft maintenance licence unless the holder works in a
maintenance organisation approved in accordance with Annex II
(Part-145) that has a procedure in its exposition whereby such
organisation may submit the necessary documentation on behalf of
the aircraft maintenance licence holder.
(c) Any certification privilege based upon a aircraft maintenance
licence becomes invalid as soon as the aircraft maintenance licence
is invalid.
(d) The aircraft maintenance licence is only valid
(i) when issued and/or changed by the competent authority
and
(ii) when the holder has signed the document.

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66.A.45 Endorsement with aircraft ratings
SECTION B
PROCEDURE FOR COMPETENT AUTHORITIES
(a) In order to be entitled to exercise certification privileges on a

specific aircraft type the holder of an aircraft maintenance licence
need to have his/her licence endorsed with the relevant aircraft
ratings.
This Subpart provides the procedures to be followed for the

examinations conducted by the competent authority.
66.A.50 Limitations
(a) Limitations introduced on an aircraft maintenance licence are
exclusions from the certification privileges and affect the aircraft in
its entirety.
(b) Limitations shall be removed upon:
1. demonstration of appropriate experience; or
2. after a satisfactory practical assessment performed by the
competent authority.
(c)
satisfactory
modules/subjects
SUBPART C
EXAMINATIONS
completion
of
examination
on
those
66.A.55 Evidence of qualification

Personnel exercising certification privileges as well as support staff
shall produce their licence as evidence of qualification within 24
hours upon request by an authorised person.

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66.8.200 Examination by the competent authority

(a) All examination questions shall be kept in a secure manner prior
to an examination to ensure that candidates will not know which
particular questions will form the basis of the examination.
(b) The competent authority shall nominate:
1. persons who control the questions to be used for each
examination;
2. examiners who shall be present during all examinations to
ensure the integrity of the examination.
(c) Basic examinations shall follow the standard specified
(d) Type training examinations and type examinations shall follow
the standard specified
(e) New essay questions shall be raised at least every 6 months and
questions already used withdrawn or rested from use. A record of
the questions used shall be retained in the records for reference.
(f) All examination papers shall be handed out at the start of the
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examination to the candidate and handed back to the examiner at

the end of the allotted examination time period. No examination
paper may be removed from the examination room during the
allotted examination time period.
(g) Apart from specific documentation
needed for type
examinations only the examination paper may be available to the
candidate during the examination.
(h) Examination candidates shall be separated from each other so
that they cannot read each other's examination papers. They may
not speak to any person other than the examiner.
(i) Candidates who are proven to be cheating shall be
banned from taking any further examination within 12
months of the date of the examination in which they were
found cheating.
SU8PART E
EXAMINATION CREDITS
This Subpart provides the procedures for granting examination
credits
66.8.400 General
(a) The competent authority may only grant credit on the basis of a
credit report prepared
(b) The credit report shall be either
(i) developed by the competent authority or
(ii)approved
by the
competent

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authority
to
ensure
compliance with this Annex (Part-66).

(c) Credit reports together with any change of these shall be dated
and kept on record by the competent authority
66.8.405 Examination credit report
(a) The credit report shall include a comparison between:
(i) the modules sub-modules subjects and knowledge
levels; and
(ii) the syllabus of the technical qualification concerned
relevant to the particular category being sought.
This comparison shall state if compliance is demonstrated
and contain the justifications for each statement.
(b) Credit for examinations other than basic knowledge
examinations carried out in maintenance training organisations
approved in accordance with Annex IV (Part-147) can only be
granted by the competent authority of the Member State in which
the qualification has been obtained without prejudice to bilateral
agreements.
(c) No credit can be granted unless there is a statement of
compliance against each module and sub-module stating where in
the technical qualification the equivalent standard can be found.
(d) The competent authority shall check on a regular basis whether
(i) the national qualification standard or
(ii) Basic Knowledge Requirements i.a.w this Annex (Part66) have changed and assess if changes to the credit report
are consequently required. Such changes shall be
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documented dated and recorded.

66.8.410 Examination credit validity
(a) The competent authority shall notify to the applicant in writing
any credits granted together with the reference to the credit report
used.
(b) Credits shall expire 10 years after they are granted.
(c) Upon expiration of the credits the applicant may apply for new
credits. The competent authority shall continue the validity of the
credits for an additional period of 10 years without further
consideration if basic knowledge requirements have not been
changed.

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Sub Module 3 - Approved Maintenance Organizations
Sub Module 3
APPROVED MAINTENANCE
ORGANIZATIONS

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3.1
Detailed Understanding of ANO-145 & EASA Part 145
1. The Civil Aviation Authorities of South Asian Regional Initiative

(SARI) members (here in after referred as "Member State Country")
have agreed to a common comprehensive and detailed aviation
requirements with a view to make it compatible for maintenance
carried out in one Member State to be accepted by the Civil Aviation
Authority in another Member State.
ANO-145-AWRG (herein also referred as ANO 145) 'Requirements
for Approved Maintenance Organizations has been developed for
maintenance organizations involved in the maintenance of large
aircraft or of aircraft used for commercial air transport and
components intended for fitment thereto .
made a proposal for amendment of SARI Part 145 in accordance

with the agreed procedure.
CHAPTER 1
REGULATIONS
ANO 145.A.2
Authority
This Air Navigation order is issued by Director General Civil Aviation

Authority of Pakistan in pursuance of power vested in him under
Rule 3 4 25 thru 30 32 33 51(2) and 360 and all other enabling
provisions of the Civil Aviation Rules of 1994.
ANO 145.A.3
Implementation
The ANO 145 has been divided in to Three Chapters:
This Air Navigation Order shall become effective from 15th

January, 2013.
Chapter 1: Regulations
Chapter 2: Acceptable Means of Compliance to ANO 145
Chapter 3: Guidance Material to ANO 145
ANO 145.A.5
2. EASA Part 145 has been selected to provide the basic structure
of ANO 145 but with appropriate customization for the needs of
Pakistan.
Applicability
Organisations involved in the maintenance of large aircraft or of

aircraft used for commercial air transport and components intended
for fitment thereto shall be approved in accordance with the
provisions of this ANO.
3. Pakistan Civil Aviation Authority has agreed to adopt SARI 145

into its national codes with National Variants and it shall NOT
unilaterally initiate amendment of its national codes without having
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ANO 145.A.10
Scope
This Section establishes the requirements to be met by an

organisation to qualify for the issue or continuation of an approval
for the maintenance of aircraft and components.
ANO 145.A.15
Application
An application for an approval or for the amendment of an existing

approval shall be made on PCAA Form 2 and in a manner
established by PCAA.

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ANO 145.A.20
Terms of Approval
The organisation shall specify the scope of work deemed to

constitute approval in its maintenance organization exposition
ANO 145.A.25
Facility Requirements
The organisation shall ensure that:

(a) Facilities are provided appropriate for all planned work ensuring
in particular protection from the weather elements. Specialized
workshops and bays are segregated as appropriate to ensure that
environmental and work area contamination is unlikely to occur.
1.
2.
For base maintenance of aircraft aircraft hangars are both

available and large enough to accommodate aircraft on
planned base maintenance;
For component maintenance component workshops are large
enough to accommodate the components on planned
maintenance.
(b) Office accommodation is provided for the management of the

planned work and certifying staff so that they can carry out their
designated tasks in a manner that contributes to good aircraft
maintenance standards.
(c) The working environment including aircraft hangars component
workshops and office accommodation is appropriate for the task
carried out and in particular special requirements observed. Unless
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otherwise dictated by the particular task environment the working

environment must be such that the effectiveness of personnel is not
impaired:
1. Temperatures must be maintained such that personnel
can carry out required tasks without undue discomfort.
2. Dust and any other airborne contamination are kept to a
minimum and not be permitted to reach a level in the work
task area where visible aircraft/component surface
contamination is evident. Where dust/other airborne
contamination results in visible surface contamination all
susceptible systems are sealed until acceptable conditions
are re-established.
3. Lighting is such as to ensure each inspection and maintenance
task can be carried out in an effective manner.
4. Noise shall not distract personnel from carrying out

inspection tasks. Where it is impractical to control the noise
source such personnel are provided with the necessary
personal equipment to stop excessive noise causing
distraction during inspection tasks.
5. Where a particular maintenance task requires the
application of specific environmental conditions different to
the foregoing then such conditions are observed. Specific
conditions are identified in the maintenance data.

3-6
6. The working environment for line maintenance is such that

the particular maintenance or inspection task can be carried
out without undue distraction. Therefore where the working
environment deteriorates to an unacceptable level in respect
of temperature moisture hail ice snow wind light
dust/other
airborne
contamination
the
particular
maintenance or inspection tasks must be suspended until
satisfactory conditions are re-established.
(d) Secure storage facilities are provided for components
equipment tools and material. Storage conditions ensure
segregation of serviceable components and material from
unserviceable aircraft components material equipment and tools.
The conditions of storage are in accordance with the manufacturer's
instructions to prevent deterioration and damage of stored items.
Access to storage facilities is restricted to authorized personnel.
ANO 145.A.30 Personnel Requirements
(a) The organization shall appoint an accountable manager who has
corporate authority for ensuring that all maintenance required by the
customer can be financed and carried out to the standard required
by ANO 145. The accountable manager shall:
1. ensure that all necessary resources are available to
accomplish maintenance to support the organisation
approval.
2. establish and promote the safety and quality policy
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3. demonstrate a basic understanding of this ANO.

(b) The organisation shall nominate a person or group of persons
whose responsibilities include ensuring that the organisation
complies with ANO 145. Such person(s) shall ultimately be
responsible to the accountable manager.
1. The person or persons nominated shall represent the
maintenance management structure of the organisation and
be responsible for all functions specified in ANO 145.
2. The person or persons nominated shall be identified and
their credentials submitted on PCAA form and manner
established by PCAA.
3. The person or persons nominated shall be able to
demonstrate
relevant
knowledge
background
and
satisfactory experience related to aircraft or component
maintenance and demonstrate a working knowledge of this
ANO.
4. Procedures shall make clear who deputizes for any
particular person in the case of lengthy absence of the said
person.
(c) The accountable manager shall appoint a person with
responsibility for monitoring the quality system including the
associated feedback system. The appointed person (Quality Mgr)
shall have direct access to the accountable manager to ensure that
the accountable manager is kept properly informed on quality and
compliance matters.
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(d) The organisation shall have a maintenance man-hour plan

showing that the organisation has sufficient staff to plan perform
supervise inspect and quality monitor the organisation in
accordance with the approval. In addition the organisation shall
have a procedure to reassess work intended to be carried out when
actual staff availability is less than the planned staffing level for any
particular work shift or period.
(e) The organisation shall establish and control the competence of
personnel involved in any maintenance management and/or quality
audits in accordance with a procedure and to a standard agreed by
PCAA. In addition to the necessary expertise related to the job
function competence must include an understanding of the
application of human factors and human performance issues
appropriate to that person's function in the organisation.
'Human factors' means principles which apply to aeronautical
design certification training operations and maintenance and
which seek safe interface between the human and other system
components by proper consideration of human performance.
'Human performance' means human capabilities and limitations
which have an impact on the safety and efficiency of aeronautical
operations.
(f) The organization shall ensure that personnel who carry out
and/or control a continued airworthiness non-destructive test of
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aircraft structures and/or components are appropriately qualified for

the particular non-destructive test in accordance with Standard
recognized by the PCAA. Personnel who carry out any other
specialized task shall be appropriately qualified in accordance with
officially recognized Standards by PCAA.
(g) Any organisation maintaining aircraft shall in the case of aircraft
line maintenance have appropriate aircraft type rated certifying staff
qualified as Category B1 & B2 i.a.w ANO-066 and ANO 145.A.35. In
addition such organisations may also use appropriately task trained
certifying staff qualified as category A in accordance with ANO-066
and ANO-145.A.35 to carry out minor scheduled line maintenance
and simple defect rectification. The availability of such category A
certifying staff shall not replace the need for ANO-066 category B1
and B2 certifying staff to support the category A certifying staff.
However such ANO066 category B1 and B2 staff need not be
always present at the line station during minor scheduled line
maintenance or simple defect rectification..
(h) Any organisation maintaining aircraft shall:
1. in the case of base maintenance of large aircraft
have appropriate aircraft type rated certifying staff
qualified as category C in accordance with ANO-066
and PartANO145.A.35. In addition the organisation
shall have sufficient aircraft type rated staff qualified
as category B1 and B2 in accordance with ANO-066
and ANO-145.A.35 to support the category C
certifying staff. certifying staff
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(i) B1 & B2 support staff shall ensure that all relevant

tasks or inspections have been carried out to the
required standard before the category C certifying
staff issues the certificate of release to service..
(ii) The organisation shall maintain a register of any
such B1 & B2 support staff.
(iii) The Category C certifying staff shall ensure that
compliance with paragraph (i) has been met & all
work required by the customer has been
accomplished during the particular base maintenance
check or work package and shall also assess the
impact of any work not carried out with a view to
either requiring its accomplishment or agreeing with
the operator to defer such work to another specified
check or time limit.
2. in the case of base maintenance of aircraft other
than large aircraft have either:
(i) appropriate aircraft type rated certifying staff
qualified as category B1 and B2 in accordance with
ANO-066 and ANO-145.A.35 or
(ii) appropriate aircraft type rated certifying staff
qualified in category C assisted by B1 and B2

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support staff as specified in paragraph (1).

(i) Component certifying staff shall comply with ANO 066
(j) the Organisation may use certifying staff qualified in accordance
with the following provisions:
1. For organisation facilities located outside Pakistan
certifying staff may be qualified in accordance with the
national aviation regulations of the State in which the
organisation facility is registered subject to the conditions
specified in Appendix IV to this ANO. For organisation
facilities located within Pakistan the certifying staff maybe
qualified in accordance with the conditions specified in
Appendix IV to this ANO provided that they hold a validation
certificate issued by PCAA.
.
2. For line maintenance carried out at a line station of an
Organisation which is located outside Pakistan the certifying
staff may be qualified in accordance with the national
aviation regulations of the State in which the line station is
based
3. For a repetitive pre-flight airworthiness directive which
specifically states that the flight crew may carry out such
airworthiness directive the organisation may issue a limited
certification authorisation to the aircraft commander and/or
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the flight engineer on the basis of the flight crew license

held. However the organisation shall ensure that sufficient
practical training has been carried out to ensure that such
aircraft commander or flight engineer can accomplish the
airworthiness directive to the required standard.
4. In the case of aircraft operating away from a supported
location the organisation may issue a limited certification
authorization to the commander and/or the flight engineer on
the basis of the flight crew license held subject to being
satisfied that sufficient practical training has been carried out
to ensure that the commander or flight engineer can
accomplish the specified task to the required standard. The
provisions of this paragraph shall be detailed in an
exposition procedure.
5. In the following unforeseen cases where an aircraft is
grounded at a location other than the main base where no
appropriate certifying staffs are available the organisation
contracted to provide maintenance support may issue a oneoff certification authorisation:
(i) to one of its employees holding equivalent type
authorisations on aircraft of similar technology
construction and systems; or
(ii) to any person with not less than five years
maintenance experience and holding a valid ICAO
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aircraft maintenance license rated for the aircraft type

requiring certification provided there is no
organisation appropriately approved under this ANO
at that location and the contracted organisation
obtains and holds on file evidence of the experience
and the license of that person.
All such cases as specified in this subparagraph shall be reported to
PCAA within seven days of the issuance of such certification
authorisation. The organisation issuing the one-off authorisation
shall ensure that any such maintenance that could affect flight
safety is re-checked by an appropriately approved organisation.
ANO 145.A.35
Support Staff
Certifying Staff and Category 81 & 82
(a)
the organisation shall ensure that certifying staff and
category B1 & B2 support staff have an adequate understanding of
the relevant aircraft and/or components to be maintained together
with the associated organisation procedures. In the case of
certifying staff this must be accomplished before the issue or reissue of the certification authorisation.
Category B1 and B2 support staff means those category B1 and B2
staff in the base maintenance environment who do not hold
necessarily certification privileges.
'Relevant aircraft and/or components' means those aircraft or
components specified in the particular certification authorization.
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'Certification authorisation' means the authorisation issued to

certifying staff by the organisation and which specifies the fact that
they may sign certificates of release to service within the limitations
stated in such authorisation on behalf of the approved organisation.
(c) The organisation shall ensure that all certifying staff and
category B1 & B2 support staff is involved in at least six months of
actual relevant aircraft or component maintenance experience in
any consecutive two-year period. For the purpose of this paragraph
'involved in actual relevant aircraft or component maintenance'
means that the person has worked in an aircraft or component
maintenance environment and has either exercised the privileges of
the certification authorisation and/or has actually carried out
maintenance on at least some of the aircraft type systems specified
in the particular certification authorisation.
(d) The organisation shall ensure that all certifying staff and
Category B1 & B2 support staff receive sufficient continuation
training in each two-year period to ensure that such staff have up-todate knowledge of relevant technology organisation procedures
and human factor issues.
(e) The organisation shall establish a programme for continuation
training for certifying staff and category B1 & B2 support staff
(f) the organisation shall assess all prospective certifying staff for
their competence qualification and capability to carry out their
intended certifying duties in accordance with a procedure as
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specified in the exposition prior to the issue or re-issue of a

certification authorisation
(g) When the conditions of above said paragraphs have been
fulfilled by the certifying staff the organisation shall issue a
certification authorisation that clearly specifies the scope and limits
of such authorisation. Continued validity of the certification
authorisation is dependent upon continued compliance with above
said paragraphs
(h) The certification authorisation must be in a style that makes its
scope clear to the certifying staff and any official of PCAA who has
the responsibility for oversight of maintained aircraft or component
who may require to examine the authorisation.
(i) The person responsible for the quality system shall also remain
responsible on behalf of the organisation for issuing certification
authorisations to certifying staff. Such person may nominate other
persons to actually issue or revoke the certification authorisations in
accordance with a procedure as specified in the exposition.
relevant and
4. particulars of staff with limited or one-off certification
authorisations.
The organisation shall retain the record for at least two years after
the certifying staff or B1 & B2 support staff have ceased
employment with the organisation or as soon as the authorisation
has been withdrawn. In addition upon request the maintenance
organisation shall furnish certifying staff with a copy of their record
on leaving the organisation.
The certifying staff shall be given
access on request to their personal records as detailed above.
(k) The organisation shall provide certifying staff with a copy of their
certification authorisation in either a documented or an electronic
format.
(l) Certifying staff shall produce their certification authorisation to
any authorised person within 24 hours.
(m) The minimum age for certifying staff and Category B1 & B2
support staff is 21 years.
(j) The organisation shall maintain a record of all certifying staff and
Category B1 & B2 support staff. The staff records shall contain:
ANO 145.A.42
1. details of any aircraft maintenance license held under
ANO-066
2. all relevant training completed
3. the scope of the certification authorizations issued where
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Acceptance of Components
(a) All components shall be classified and appropriately segregated

into the following categories:

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1. Components which are in a satisfactory condition

released on a PCAA Form 1(Authorized Release Certificate)
or FAA Form 8130-4 or TCA Form 24-0078 and marked in
accordance with a standard acceptable to the PCAA.
2. Unserviceable components shall be maintained in
accordance with this section.
3. Components which have reached their certified life limit or
contain a non-repairable defect shall be classified as
unsalvageable and shall not be permitted to re-enter the
component supply system unless certified life limits have
been extended or a repair solution has been approved
according to a standard acceptable to PCAA.
4. Standard parts used on an aircraft engine propeller or
other aircraft component when
specified in the
manufacturer's illustrated parts catalogue and/or the
maintenance data.
5. Material both raw and consumable used in the course of
maintenance when the organization is satisfied that the
material meets the required specification and
has
appropriate traceability. All material must be accompanied
by documentation clearly relating to the particular material
and containing a conformity to specification statement plus
both the manufacturing and supplier source.
ANO 145.A.45
modifications and repairs.

(d) The organisation may only modify maintenance instructions in
accordance with a procedure specified in the maintenance
organisation's exposition. With respect to those changes the
organisation shall demonstrate that they result in equivalent or
improved maintenance standards and shall inform the typecertificate holder of such changes. Maintenance instructions for the
purposes of this paragraph means instructions on how to carry out
the particular maintenance task: they exclude the engineering
design of repairs and modifications.
(f) The organisation shall ensure that all applicable maintenance
data is readily available for use when required by maintenance
personnel.
(g) The organisation shall establish a procedure to ensure that
maintenance data it controls is kept up to date. In the case of
operator/customer controlled and provided maintenance data the
organisation shall be able to show that either it has written
confirmation from the operator/customer that all such maintenance
data is up to date or it has work orders specifying the amendment
status of the maintenance data to be used or it can show that it is on
the operator/customer maintenance data amendment list.
Maintenance Data
(a) The organisation shall hold and use applicable current

maintenance data in the performance of maintenance including
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ANO 145.A.50
Certification of Maintenance
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(a) A certificate of release to service shall be issued by appropriately

authorized certifying staff on behalf of the organisation when it has
been verified that all maintenance ordered has been properly
carried out by the organisation taking into account the availability
and use of the current maintenance data and that there are no noncompliances which are known to endanger flight safety.
(b) A certificate of release to service shall be issued before flight at
the completion of any maintenance.
(c) New defects or incomplete maintenance work orders identified
during the above maintenance shall be brought to the attention of
the aircraft operator for the specific purpose of obtaining agreement
to rectify such defects or completing the missing elements of the
maintenance work order. In the case when the organisation is
unable to complete all maintenance ordered it may issue a
certificate of release to service within the approved aircraft
limitations. The organisation shall enter such fact in the aircraft
certificate of release to service before the issue of such certificate.
(f) when an aircraft is grounded at a location other than the main

line station or main maintenance base due to the non-availability of
a component with the appropriate release certificate it is
permissible to temporarily fit a component without the appropriate
release certificate for a maximum of 30 flight hours or until the
aircraft first returns to the main line station or main maintenance
base whichever is the sooner subject to the aircraft operator
agreement and said component having a suitable release certificate
but otherwise in compliance with all applicable maintenance and
operational requirements. Such components shall be removed by
the above prescribed time limit unless an appropriate release
certificate has been obtained in the mean- time
(d) A certificate of release to service shall be issued at the

completion of any maintenance on a component whilst off the
aircraft. The authorised release certificate or airworthiness approval
tag identified as PCAA Form 1 constitutes the component
certificate of release to service. When an organisation maintains a
component for its own use a PCAA Form 1 may not be necessary
depending upon the organisation's internal release procedures
defined in the exposition.
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ANO 145.A.55
Maintenance Records
(a) The organisation shall record all details of maintenance work

carried out. As a minimum the organisation shall retain records
necessary to prove that all requirements have been met for
issuance of the certificate of release to service including
subcontractor's release documents.
(b) The organisation shall provide a copy of each certificate of
release to service to the aircraft operator together with a copy of
any specific approved repair/modification data used for
repairs/modifications carried out.
(c) The organisation shall retain a copy of all detailed maintenance
records and any associated maintenance data for two years from
the date the aircraft or component to which the work relates was
released from the organisation.
1. Records under this paragraph shall be stored in a safe
way with regard to fire flood and theft.
2. Computer backup discs tapes etc. shall be stored in a
different location from that containing the working discs
tapes etc. in an environment that ensures they remain in
good condition.
3. Where an ANO 145 approved maintenance organization
terminates its operation all retained maintenance records
covering the last two years shall be distributed to the last
owner or customer of the respective aircraft or component or
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shall be stored as specified by PCAA.

ANO 145.A.60
Occurrence Reporting
(a) The organisation shall report to PCAA the state of registry and
the organisation responsible for the design of the aircraft or
component any condition of the aircraft or component identified by
the organisation that has resulted or may result in an unsafe
condition that hazards seriously the flight safety.
(b) The organisation shall establish an internal occurrence reporting
system as detailed in the MOE to enable the collection and
evaluation of such reports including the assessment and extraction
of those occurrences to be reported under paragraph (a). This
procedure shall identify adverse trends corrective actions taken or
to be taken by the organisation to address deficiencies and include
evaluation of all known relevant information relating to such
occurrences and a method to circulate the information as
necessary.
(c) The organisation shall make such reports in a form and manner
established by PCAA and ensures that they contain all pertinent
information about the condition and evaluation results known to the
organisation.
(d) Where the organisation is contracted by a commercial operator
to carry out maintenance the organisation shall also report to the
operator any such condition affecting the operator's aircraft or
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component.
(e) The organisation shall produce and submit such reports as soon
as practicable but in any case within 48 hours of the organisation
identifying the condition to which the report relates.
ANO 145.A.65
Safety and Quality Policy, Maintenance
Procedures and Quality System
(a) The organisation shall establish a safety and quality policy for
the organisation to be included in the M.O.E.
(b) The organisation shall establish procedures agreed by PCAA
taking into account human factors and human performance to
ensure good maintenance practices and compliance with ANO 145
which shall include a clear work order or contract such that aircraft
and components may be released to service
2. The maintenance procedures established or to be
established by the organisation under this paragraph shall
cover all aspects of carrying out the maintenance activity
including the provision and control of specialised services
and lay down the standards to which the organisation
intends to work.
3. With regard to aircraft line and base maintenance the
organisation shall establish procedures to minimize the risk
of multiple errors and capture errors on critical systems and
to ensure that no person is required to carry out and inspect
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in relation to a maintenance task involving some element of

disassembly/reassembly of several components of the same
type fitted to more than one system on the same aircraft
during a particular maintenance check. However when only
one person is available to carry out these tasks then the
organisation's work card or worksheet shall include an
additional stage for re-inspection of the work by this person
after completion of all the same tasks.
4. Maintenance procedures shall be established to ensure
that damage is assessed
and modifications and repairs are carried out using data
approved by PCAA or by a design organisation acceptable
to PCAA as appropriate.
(c) The organisation shall establish a quality system that includes
the following:
1. Independent audits in order to monitor compliance with
required aircraft/aircraft component standards and adequacy
of the procedures to ensure that such procedures invoke
good maintenance practices and airworthy aircraft/aircraft
components. In the smallest organisations the independent
audit part of the quality system may be contracted to another
organisation approved under ANO 145 or a person with
appropriate technical knowledge and proven satisfactory
audit experience; and
group of persons and ultimately to the accountable manager

that ensures proper and timely corrective action is taken in
response to reports resulting from the independent audits
established to meet the provisions in above said paragraph .
(d) The organization shall establish a Safety Management System
(SMS) that:
1. Shall achieve the following objectives as a minimum:
(i) Identifies safety hazards;
(ii) Assesses the impact of these safety hazards and
mitigates risks;
(iii) Ensures that remedial action necessary to
maintain an acceptable level of safety is
implemented;
(iv) Provides for continuous monitoring and regular
assessment of the safety level achieved; and
(v) Aims to make continuous improvement to the
overall level of safety
2. Shall meet the requirements contained in Safety
Management System; and
3. Shall be approved by PCAA.
ANO 145.A.70
Maintenance Organization Exposition
2. A quality feedback reporting system to the person or

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(a) 'Maintenance organisation exposition' means the document or

documents that contain the material specifying the scope of work
deemed to constitute approval and showing how the organisation
intends to comply with ANO 145.
The organisation shall provide PCAA with a maintenance
organisation exposition containing the following information:
1. A statement signed by the accountable manager
confirming that the maintenance organisation exposition and
any referenced associated manuals define the organization's
compliance with ANO 145 and will be complied with at all
times. When the accountable manager is not the chief
executive officer of the organisation then such chief
executive officer shall countersign the statement;
2. the organisation's safety and quality policy
3. the title(s) and name(s) of the persons nominated
4. the duties and responsibilities of the persons nominated
including matters on which they may deal directly with PCAA
on behalf of the organisation;
5. an organisation chart showing associated chains of
responsibility between the persons nominated
6. a list of certifying staff and Airframe Engine & Avionics
Category support staff;
7. a general description of manpower resources;
8. a general description of the facilities located at each
address specified in the organisation's approval certificate;
9. a specification of the organisation's scope of work relevant
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to the extent of approval;

10. the notification procedure for organisation changes
11. the maintenance organisation exposition amendment
procedure;
12. the procedures and quality system established by the
organisation
13. a list of commercial operators where applicable to
which the organisation provides an aircraft maintenance
service;
14. a list of subcontracted organisations where applicable
15. a list of line stations where applicable
16. a list of contracted organisations where applicable.
(b) The exposition shall be amended as necessary to remain an upto-date description of the organisation. The exposition and any
subsequent amendment shall be approved by PCAA.
(c) Notwithstanding paragraph (b) minor amendments to
the
exposition may be approved through an exposition procedure
(hereinafter called indirect approval).
(d) The exposition shall refer to the Safety Management System
Manual (SMSM).
ANO 145.A.75 Privileges of the Organisation

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In accordance with the exposition the organisation shall be entitled

to carry out the following tasks:
(a) Maintain any aircraft and/or component for which it is approved
at the locations identified in the approval certificate and in the
exposition;
(b) Arrange for maintenance of any aircraft or component for which
it is approved at another organisation that is working under the
quality system of the organisation. This refers to work being carried
out by an organisation not itself appropriately approved to carry out
such maintenance under ANO 145 and is limited to the work scope
permitted. This work scope shall not include a base maintenance
check of an aircraft or a complete workshop maintenance check or
overhaul of an engine or engine module;
(c) Maintain any aircraft or any component for which it is approved
at any location subject to the need for such maintenance arising
either from the unserviceability of the aircraft or from the necessity
of supporting occasional line maintenance subject to the conditions
specified in the exposition;
(d) Maintain any aircraft and/or component for which it is approved
at a location identified as a line maintenance location capable of
supporting minor maintenance and only if the organisation
exposition both permits such activity and lists such locations;
ANO 145.A.80
Limitations on the Organisation
The organisation shall only maintain an aircraft or component for

which it is approved when all the necessary facilities equipment
tooling material maintenance data and certifying staff are available.
ANO 145.A.85
Changes to the Organisation
The organisation shall notify PCAA of any proposal to carry out any
of the following changes before such changes take place to enable
PCAA to determine continued compliance with ANO 145 and to
amend if necessary the approval certificate except that in the case
of proposed changes in personnel not known to the management
beforehand these changes must be notified at the earliest
opportunity:
Form 44
Form
1. the name of the organisation;

2. the main location of the organisation;
Form
F
orm 2
3. additional locations of the organisation;
4. the accountable manager;
5. any of the persons nominated under ANO 145.A.30(b)
(Quality Mgr C.E's D.C.E's)
6. the facilities equipment tools material procedures work
scope or certifying staff that could affect the approval.
(e) Issue certificates of release to service in respect of completion of

maintenance
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a) An approval shall be issued and renewed for a maximum period

of one year. It shall remain valid subject to:
1. the organization remaining in compliance with ANO 145
in accordance with the provisions related to the handling of
findings and;
2. PCAA being granted access to the organisation to
determine continued compliance with ANO 145; and
3. the certificate not being surrendered or revoked.
b) Upon surrender or revocation the approval shall be returned to
PCAA.
ANO 145.A.95
Findings
(a) A level 1 finding is any significant non-compliance with ANO

145 requirements which lowers the safety standard and
hazards seriously the flight safety.
(b) A level 2 finding is any non-compliance with the ANO 145
requirements which could lower the safety standard and
possibly hazard the flight safety.
ANO 145.A.90
Continued Validity

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(c) After receipt of notification of findings the holder of the

maintenance organisation approval shall define a corrective
action plan and demonstrate corrective action to the
satisfaction of PCAA within a period agreed with PCAA.
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Organizations Approval Class & Rating System

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Safety Management System i.a.w ANO-145

1. Scope
This material establishes the minimum requirements for
"Safety Management System" of maintenance organization
complying with ANO145.
2. Definitions
Acceptable level of safety means minimum
safety
performance that a maintenance organisation should
achieve while conducting their core business functions
expressed by a number of safety performance indicators and
safety performance targets.
Accountable Executive means a single identifiable person
which might be a Chief Executive Officer a Chairperson
Board of Directors a partner or a proprietor who has full
responsibility for the organization's SMS and have full
authority for human resources issues major financial issues
direct responsibility for the conduct of the organization's
affairs final authority over operations under certificate and
final responsibility for all safety issues.
Mitigation means measures to address the potential hazard
or to reduce the risk probability or severity.
Predictive means a method that captures system
performance as it happens in real-time normal operations.
Proactive means the adoption of an approach which
emphasizes prevention through the identification of hazards
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and the introduction of risk mitigation measures before the

risk bearing event occurs and adversely affects safety
performance.
Probability means the likelihood that an unsafe event or
condition might occur.
Reactive means the adoption of an approach where safety
measurement is as a response to the events that already
happened such as incidents and accidents.
Risk management means the identification analysis and
elimination and/or mitigation to an acceptable level of risks
that threaten the capabilities of an organization.
Safety means the state in which the risk of harm to persons
or property damage is reduced to and maintained at or
below an acceptable level through a continuing process of
hazard identification and risk management.
Safety assessment means a systematic analysis of a
proposed change to equipment or procedures to identify and
mitigate weaknesses before change is implemented.
Safety assurance
means what the maintenance
organisation do with regard to safety performance monitoring
and measurement.
Safety audit means what the Civil Aviation Authority
performs with regard to its safety programme and the
maintenance organizations perform with regard to the SMS.
Safety Management System (SMS) means a systematic
approach to managing safety including the necessary
organizational structures accountabilities policies and
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procedures.
Safety manager means a person who is responsible for
providing guidance and direction for the operation of the
organization's safety management system.
Safety oversight means the activities of Civil Aviation
Authority as part of its safety programme performed with
regard to the maintenance organisation SMS in order to
confirm the organization's continuing fulfillment of its
corporate safety policy objectives goals and standards.
3. General
The maintenance organisation shall establish maintain and
adhere to a Safety Management System (SMS) that is
appropriate to the size nature and complexity of its scope of
work and the safety hazards and risks related to it.
4. Safety policy and objectives

4.1. General requirements
A maintenance organization shall define the organization's
safety policy.
The safety policy shall be signed by the Accountable
Executive of the organization.
The safety policy shall be in accordance with all applicable
legal requirements and international standards best industry

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practices and shall reflect organizational commitments

regarding safety.
The safety policy shall be communicated with visible
endorsement throughout the organization.
The safety policy shall include a clear statement about the
provision of the necessary human and financial resources for
its implementation.
The safety policy shall among other things include the
following objectives:
Y Commitment to implement an SMS;
Y Commitment to continual improvement in the
level of safety;
Y Commitment to the management of safety risks;
Y Commitment to encourage employees to report
safety issues;
Y Establishment of clear standards for acceptable
behaviour; and
Y Identification of responsibilities of management
and employees with respect to safety
performance.
The safety policy shall be reviewed periodically to ensure it
remains relevant and appropriate to the organization.
A maintenance organisation shall establish safety objectives
for the SMS.
The safety objectives should be linked to the safety
performance indicators safety performance targets and
safety requirements of the maintenance organizations SMS.

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4.2. Organizational structure and responsibilities

A maintenance organisation shall identify an Accountable
Executive to be responsible and accountable on behalf of
the maintenance organisation for meeting the requirements
of this regulation and shall notify to PCAA the name of the
person.
The Accountable Executive shall be a single identifiable
person who irrespective of other functions shall have the
ultimate responsibility for the implementation and
maintenance of the SMS.
A maintenance organisation shall establish the safety
structure necessary for the implementation and maintenance
of the organization's SMS.
A maintenance organisation shall identify the safety
responsibilities of all members of senior management
irrespective of other responsibilities.
Safety-related positions responsibilities and authorities shall
be defined documented and communicated throughout the
organization.
A maintenance organisation shall identify a Safety Manager
to be the member of management who shall be the
responsible individual and focal point for the development
and maintenance of an effective SMS.
The Safety Manager shall:
Y
Ensure that processes needed for the SMS
are established implemented and maintained;

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Y
Report to the Accountable Executive on the
performance of the SMS and on any need for
improvement;
Y
Ensure safety promotion throughout the
organization.
4.3. SMS implementation plan
A maintenance organization shall develop and maintain an
SMS implementation plan.
The SMS implementation plan shall be the definition of the
approach the organization will adopt for managing safety in a
manner that will meet the organization's safety needs.
The SMS implementation plan shall include the following:
Y
Safety policy and objectives;
Y
Safety planning
Y
System description;
Y
Gap analysis;
Y
SMS components;
Y
Safety roles and responsibilities;
Y
Safety reporting policy;
Y
Means of employee involvement;
Y
Safety training;
Y
Safety communication;
Y
Safety performance measurement; and
Y
Management review of safety performance

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4.5. Documentation
A maintenance organisation shall develop and maintain SMS
documentation in paper or electronic form to describe the
following:
Y
Safety policy;
Y
Safety objectives;
Y
SMS
requirements
procedures
and
processes;
Y
Responsibilities
and
authorities
for
procedures and processes; and
Y
SMS outputs
A maintenance organisation shall as part of the SMS
documentation develop and maintain a Safety Management
System Manual (SMSM) to communicate the organization's
approach to safety throughout the organization.
The SMSM shall document all aspects of the SMS and its
contents shall include the following:
Y
Scope of the Safety Management System;
Y
Y
Safety accountabilities;
Y
Key safety personnel;
Y
Documentation control procedures;
Y
Hazard identification and risk management
schemes;
Y
Safety performance monitoring;
Y
Emergency response/contingency planning;
Y
Management of change; and

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Safety promotion
5. Safety risk management

5.1. General
A maintenance organisation shall develop and maintain
Safety Data Collection and Processing systems (SDCPS)
that provide for the identification of hazards and the analysis
assessment and mitigation of safety risks.
A maintenance organisation's SDCPS shall include reactive
proactive and predictive methods of safety data collection.
6. Safety assurance
6.1. General
safety assurance processes to ensure that the safety risks
controls developed as a consequence of the hazard
identification and risk management activities under
paragraph 7 achieve their intended objectives.
Safety assurance processes shall apply to an SMS whether
the activities are accomplished internally or outsourced.
6.2. Safety performance monitoring and measurement

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A maintenance organization shall as part of the SMS safety

assurance activities develop and maintain the necessary
means to verify safety performance of the organization in
comparison with the approved safety policies and objectives
and to validate the effectiveness of implemented safety risk
controls.
Safety performance monitoring and measurement means
shall include the following:
Y
Safety reporting;
Y
Safety audits;
Y
Safety surveys;
Y
Safety reviews;
Y
Safety studies; and
Y
Internal safety investigations
The safety reporting procedure shall set out the conditions to
ensure effective safety reporting including the conditions
under protection from disciplinary/administrative action shall
apply.
7.2. Safety training
A maintenance organization shall as part of its safety

promotion activities develop and maintain a safety-training
program that ensures that personnel are trained and
competent to perform the SMS duties.
The scope of the safety training shall be appropriate to the
individual's involvement in the SMS.
The Accountable Executive shall receive safety awareness
training regarding:
Y
Y
SMS roles and responsibilities; and
Y
Safety assurance
7.4. Quality policy

A maintenance organization shall ensure that the organization
quality policy is consistent with and supports the fulfillment of the
activities of the SMS.
7. Safety promotion
7.1. General

formal safety training and safety communication activities to
create an environment where the safety objectives of the
organization can be achieved.

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EASA Part 145

SECT/ON A
145.A.10 Scope
This Section establishes the requirements to be met by an
for the maintenance of aircraft and components.
1. For base maintenance of aircraft aircraft hangars are both

available and large enough to accommodate aircraft on
planned base maintenance;
2. For component maintenance component workshops are
large enough to accommodate the components on planned
maintenance.
(b) Office accommodation is provided for the management of the
planned work and certifying staff so that they can carry out their
designated tasks in a manner that contributes to good aircraft
maintenance standards.
145.A.15 Application
An application for the issue or change of an approval shall be made
to the competent authority in a form and manner established by
such authority.
145.A.20 Terms of Approval
The organisation shall specify the scope of work deemed to
constitute approval in its exposition
145.A.25 Facility requirements
The organisation shall ensure that:
(a) Facilities are provided appropriate for all planned work ensuring
in particular protection from the weather elements. Specialised
workshops and bays are segregated as appropriate to ensure that
environmental and work area contamination is unlikely to occur.
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(c) The working environment including aircraft hangars component

workshops and office accommodation is appropriate for the task
carried out and in particular special requirements observed. Unless
otherwise dictated by the particular task environment the working
environment must be such that the effectiveness of personnel is not
impaired
(d) Secure storage facilities are provided for components
equipment tools and material. Storage conditions ensure
segregation of serviceable components and material from
unserviceable aircraft components material equipment and tools.
The conditions of storage are in accordance with the manufacturer's
instructions to prevent deterioration and damage of stored items.
Access to storage facilities is restricted to authorised personnel.

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145.A.30 Personnel requirements

(a) The organisation shall appoint an accountable manager who has
corporate authority for ensuring that all maintenance required by the
customer can be financed and carried out to the standard required
by this Part.
(b) The organisation shall nominate a person or group of persons
whose responsibilities include ensuring that the organisation
complies with this Part. Such person(s) shall ultimately be
(c) The accountable manager shall appoint a person with
responsibility for monitoring the quality system including the
associated feedback system .The appointed person shall have
direct access to the accountable manager to ensure that the
accountable manager is kept properly informed on quality and
compliance matters.
personnel involved in any maintenance management and/or quality

audits in accordance with a procedure and to a standard agreed by
the competent authority. In addition to the necessary expertise
related to the job function competence must include an
understanding of the application of human factors and human
performance issues appropriate to that person's function in the
organisation. 'Human factors' means principles which apply to aeronautical design certification training operations and maintenance
and which seek safe interface between the human and other system
components by proper consideration of human performance.
'Human performance' means human capabilities and limitations
which have an impact on the safety and efficiency of aeronautical
operations.
(f) The organisation shall ensure that personnel who carry out
and/or control a continued airworthiness non-destructive test of
aircraft structures and/or components are appropriately qualified for
the particular non-destructive test in accordance with the European
or equivalent Standard recognized by the Agency. Personnel who
carry out any other specialized task shall be appropriately qualified
in accordance with officially recognized Standards.
(d) The organisation shall have a maintenance man-hour plan

showing that the organisation has sufficient staff to plan perform
supervise inspect and quality monitor the organisation in
accordance with the approval. In addition the organisation shall
have a procedure to reassess work intended to be carried out when
actual staff availability is less than the planned staffing level for any
particular work shift or period.
(g) Any organisation maintaining aircraft shall in the case of aircraft

line maintenance have appropriate aircraft rated certifying staff
qualified as category B1 B2 B3 as appropriate in accordance with
Annex III (Part-66).
(e) The organisation shall establish and control the competence of
(h) Any organisation maintaining aircraft shall:

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1. in the case of base maintenance of large aircraft have

appropriate aircraft type rated certifying staff qualified as
category C in accordance with Part-66. In addition the
organisation shall have sufficient aircraft type rated staff
qualified as category B1 B2 in accordance with Part-66 to
support the category C certifying staff.
145.A.35 Certifying staff and support staff
(a) the organisation shall ensure that certifying staff and support
staff have an adequate understanding of the relevant aircraft and/or
components to be maintained together with the associated
organisation procedures. In the case of certifying staff this shall be
accomplished before the issue or re-issue of the certification
authorization.
(i) 'Support staff' means those staff holding a Part-66 aircraft
maintenance licence in category B1 B2 and/or B3 with the
appropriate aircraft ratings working in a base maintenance
environment while not necessarily holding certification
privileges.
(b) the organisation may only issue a certification authorization to
certifying staff in relation to the basic categories or subcategories
and any type rating listed on the aircraft maintenance licence as
required by Annex III (Part-66) subject to the licence remaining
valid throughout the validity period of the authorisation and the
certifying staff remaining in compliance with Annex III (Part-66).

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(c) The organisation shall ensure that all certifying staff and support
staff are involved in at least 6 months of actual relevant aircraft or
component maintenance experience in any consecutive 2-year
period.
For the purpose of this paragraph 'involved in actual relevant aircraft
or component maintenance' means that the person has worked in
an aircraft or component maintenance environment and has either
exercised the privileges of the certification authorisation and/or has
actually carried out maintenance on at least some of the aircraft
type or aircraft group systems specified in the particular certification
authorisation.
(d) The organisation shall ensure that all certifying staff and support
staff receive sufficient continuation training in each two year period
to ensure that such staff have up-to-date knowledge of relevant
technology organisation procedures and human factor issues.
(e) The organisation shall establish a programme for continuation
training for certifying staff and support staff as the basis for issuing
certification authorisations under this Part to certifying staff and a
procedure to ensure compliance with Part 66.
(h) The certification authorisation must be in a style that makes its
scope clear to the certifying staff and any authorised person who
may require to examine the authorisation. Where codes are used to
define scope the organisation shall make a code translation readily
available. 'Authorised person' means the officials of the competent
authorities the Agency and the Member State who has
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responsibility for the oversight of the maintained aircraft or

component.
(i) The person responsible for the quality system shall also remain
responsible on behalf of the organisation for issuing certification
authorisations to certifying staff. Such person may nominate other
persons to actually issue or revoke the certification authorisations in
accordance with a procedure as specified in the exposition.
(b) The organisation shall ensure that all tools equipment and
particularly test equipment as appropriate are controlled and
calibrated according to an officially recognised standard at a
frequency to ensure serviceability and accuracy. Records of such
calibrations and traceability to the standard used shall be kept by
the organisation.
145.A.42 Acceptance of components
145.A.40 Equipment, tools and material

(a) The organisation shall have available and use the necessary
equipment tools and material to perform the approved scope of
work.
1. Where the manufacturer specifies a particular tool or
equipment the organisation shall use that tool or equipment
unless the use of alternative tooling or equipment is agreed
by the competent authority via procedures specified in the
exposition.
2. Equipment and tools must be permanently available
except in the case of any tool or equipment that is so
infrequently used that its permanent availability is not
necessary. Such cases shall be detailed in an exposition
procedure.
3. An organisation approved for base maintenance shall
have sufficient aircraft access equipment and inspection
platforms/docking such that the aircraft can be properly
inspected.
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(a) All components shall be classified and appropriately segregated

into the following categories:
1. Components which are in a satisfactory condition
released on an EASA Form 1 or equivalent.
2. Unserviceable components which shall be maintained in
accordance with this section.
3. Unsalvageable
components
4. Standard parts used on an aircraft engine propeller or
other aircraft component when specified in the
manufacturer's illustrated parts catalogue and/or the
maintenance data.
5. Material both raw and consumable used in the course of
maintenance when the organisation is satisfied that the
material meets the required specification and has
appropriate traceability. All material must be accompanied
by documentation clearly relating to the particular material
and containing a conformity to specification statement plus
both the manufacturing and supplier source.
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(b) Prior to installation of a component the organisation shall ensure

that the particular component is eligible to be fitted when different
modification and/or airworthiness directive standards may be
applicable.
(c) The organisation may fabricate a restricted range of parts to be
used in the course of undergoing work within its own facilities
provided procedures are identified in the exposition.
(d) Components which have reached their certified life limit or
contain a non- repairable defect shall be classified as unsalvageable
and shall not be permitted to re-enter the component supply system
unless certified life limits have been extended or a repair solution
has been approved according to Part-21.
145.A.45 Maintenance data
(a) The organisation shall hold and use applicable current
maintenance data in the performance of maintenance including
modifications and repairs. 'Applicable' means relevant to any
aircraft component or process specified in the organisation's
approval class rating schedule and in any associated capability list.
In the case of maintenance data provided by an operator or
customer the organisation shall hold such data when the work is in
progress with the exception of that the organisation retains a copy
of all detailed maintenance records and any associated
maintenance data for three years from the date the aircraft or
component to which the work relates was released from the
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organisation
(b) For the purposes of this Part applicable maintenance data shall
be any of the following:
1. Any applicable requirement procedure operational
directive or information issued by the authority responsible
for the oversight of the aircraft or component;
2. Any applicable airworthiness directive issued by the
authority responsible for the oversight of the aircraft or
component;
3. Instructions for continuing airworthiness issued by type
certificate holders supplementary type certificate holders
any other organisation required to publish such data by Part21 and in the case of aircraft or components from third
countries the airworthiness data mandated by the authority
responsible for the oversight of the aircraft or component;
4. Any applicable standard such as but not limited to
maintenance standard practices recognised by the Agency
as a good standard for maintenance;
5. Any applicable data that is modified i.a.w a procedure
specified in the M.O.E
(c) The organisation shall establish procedures to ensure that if
found any inaccurate incomplete or ambiguous procedure
practice information or maintenance instruction contained in the
maintenance data used by maintenance personnel is recorded and
notified to the author of the maintenance data.

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(d) The organisation may only modify maintenance instructions in

accordance with a procedure specified in the maintenance
organisation's exposition. With respect to those changes the
organisation shall demonstrate that they result in equivalent or
improved maintenance standards and shall inform the typecertificate holder of such changes. Maintenance instructions for the
purposes of this paragraph means instructions on how to carry out
the particular maintenance task: they exclude the engineering
design of repairs and modifications.
(e) The organisation shall provide a common work card or
worksheet system to be used throughout relevant parts of the
organisation. In addition the organisation shall either transcribe
accurately the maintenance data
onto such work cards or
worksheets or make precise reference to the particular maintenance
task or tasks contained in such maintenance data. Work cards and
worksheets may be computer generated and held on an electronic
database subject to both adequate safeguards against unauthorized
alteration and a back-up electronic database which shall be updated
within 24 hours of any entry made to the main electronic database.
Complex maintenance tasks shall be transcribed onto the work
cards or worksheets and subdivided into clear stages to ensure a
record of the accomplishment of the complete maintenance task.
Where the organisation provides a maintenance service to an
aircraft operator who requires their work card or worksheet system
to be used then such work card or worksheet system may be used.
In this case the organisation shall establish a procedure to ensure
correct completion of the aircraft operators' work cards or
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worksheets.
(f) The organisation shall ensure that all applicable maintenance
data is readily available for use when required by maintenance
personnel.
(g) The organisation shall establish a procedure to ensure that
maintenance data it controls is kept up to date. In the case of
operator/customer controlled and provided maintenance data the
organisation shall be able to show that either it has written
confirmation from the operator/customer that all such maintenance
data is up to date or it has work orders specifying the amendment
status of the maintenance data to be used or it can show that it is on
the operator/customer maintenance data amendment list.
145.A.47 Production planning
(a) The organisation shall have a system appropriate to the amount
and complexity of work to plan the availability of all necessary
personnel tools equipment material maintenance data and
facilities in order to ensure the safe completion of the maintenance
work.
(b) The planning of maintenance tasks and the organizing of shifts
shall take into account human performance limitations.
(c) When it is required to hand over the continuation or completion
of maintenance tasks for reasons of a shift or personnel
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changeover relevant information shall be adequately communicated

between outgoing and incoming personnel.
such certificate.
145.A.55 Maintenance records
145.A.50 Certification of maintenance

(a) A certificate of release to service shall be issued by appropriately
authorised certifying staff on behalf of the organisation when it has
been verified that all maintenance ordered has been properly
carried out by the organisation in accordance with the procedures
specified in M.O.E taking into account the availability and use of the
maintenance data and that there are no non-compliances which are
known to endanger flight safety.
(b) A certificate of release to service shall be issued before flight at
the completion of any maintenance.
(d) A certificate of release to service shall be issued at the
completion of any maintenance on a component whilst off the
aircraft. The authorised release certificate 'EASA Form 1'
constitutes the component certificate of release to service. When an
organisation maintains a component for its own use an EASA Form
1 may not be necessary depending upon the organization's internal
release procedures defined in the exposition.
(e) when the organisation is unable to complete all maintenance
ordered it may issue a certificate of release to service within the
approved aircraft limitations. The organisation shall enter such fact
in the aircraft certificate of release to service before the issue of
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(a) The organisation shall record all details of maintenance work

carried out. As a minimum the organisation shall retain records
necessary to prove that all requirements have been met for
issuance of the certificate of release to service including
subcontractor's release documents.
(b) The organisation shall provide a copy of each certificate of
release to service to the aircraft operator together with a copy of
any specific repair/modification data used for repairs/modifications
carried out.
(c) The organisation shall retain a copy of all detailed maintenance
records and any associated maintenance data for three years from
the date the aircraft or component to which the work relates was
released from the organisation.
145.A.60 Occurrence reporting
(a) The organisation shall report to the competent authority the
state of registry and the organisation responsible for the design of
the aircraft or component any condition of the aircraft or component
identified by the organisation that has resulted or may result in an
unsafe condition that hazards seriously the flight safety.

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(b) The organisation shall establish an internal occurrence reporting

system as detailed in the exposition to enable the collection and
evaluation of such reports including the assessment and extraction
of those occurrences to be reported .This procedure shall identify
adverse trends corrective actions taken or to be taken by the
organisation to address deficiencies and include evaluation of all
known relevant information relating to such occurrences and a
method to circulate the information as necessary.
(e) The organisation shall produce and submit such reports as soon
as practicable but in any case within 72 hours of the organisation
identifying the condition to which the report relates.
145.A.65 Safety and quality policy, maintenance procedures
and quality system
(a) The organisation shall establish a safety and quality policy for
the organisation to be included in the exposition under M.O.E.
(b) The organisation shall establish procedures agreed by the
competent authority taking into account human factors and human
performance to ensure good maintenance practices and compliance
with this Part which shall include a clear work order or contract such
that aircraft and components may be released to service in
accordance with Certification of Maintenance.
1. Independent audits in order to monitor compliance with

required aircraft/ aircraft component standards
and
adequacy of the procedures to ensure that such procedures
invoke good maintenance practices and airworthy
aircraft/aircraft components. In the smallest organizations
the independent audit part of the quality system may be
contracted to another organisation approved under this Part
or a person with appropriate technical knowledge and
proven satisfactory audit experience; and
2. A quality feedback reporting system to the person or
group of persons and ultimately to the accountable manager
that ensures proper and timely corrective action is taken in
response to reports resulting from the independent audits
145.A.70 Maintenance organisation exposition
(a) 'Maintenance organisation exposition' means the document or
documents that contain the material specifying the scope of work
deemed to constitute approval and showing how the organisation
intends to comply with this Part. The organisation shall provide the
competent authority with a maintenance organisation exposition
containing the following information:
(c) The organisation shall establish a quality system that includes

the following:
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145.A.75 Privileges of the organisation
(e) Issue certificates of release to service in respect of completion of

maintenance
In accordance with the exposition the organisation shall be entitled

to carry out the following tasks:
145.A.80 Limitations on the organisation
(a) Maintain any aircraft and/or component for which it is approved

at the locations identified in the approval certificate and in the
exposition;
The organisation shall only maintain an aircraft or component for

which it is approved when all the necessary facilities equipment
tooling material maintenance data and certifying staff are available.
(b) Arrange for maintenance of any aircraft or component for which

it is approved at another organisation that is working under the
quality system of the organisation. This refers to work being carried
out by an organisation not itself appropriately approved to carry out
such maintenance under this Part. This work scope shall not include
a base maintenance check of an aircraft or a complete workshop
maintenance check or overhaul of an engine or engine module;
145.A.85 Changes to the organisation
(c) Maintain any aircraft or any component for which it is approved

at any location subject to the need for such maintenance arising
either from the unserviceability of the aircraft or from the necessity
of supporting occasional line maintenance subject to the conditions
specified in the exposition;
(d) Maintain any aircraft and/or component for which it is approved
at a location identified as a line maintenance location capable of
supporting minor maintenance and only if the organisation
exposition both permits such activity and lists such locations;

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The organisation shall notify the competent authority of any

proposal to carry out any of the following changes before such
changes take place to enable the competent authority to determine
continued compliance with this Part and to amend if necessary the
approval certificate except that in the case of proposed changes in
personnel not known to the management beforehand these
changes must be notified at the earliest opportunity:
1. the name of the organisation;
2. the main location of the organisation;
3. additional locations of the organisation;
4. the accountable manager;
5. any of the persons nominated under Personal
Requirement 145.A.30 (b);
6. the facilities equipment tools material procedures work
scope or certifying staff that could affect the approval.

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145.A.90 Continued validity
satisfaction of the competent authority within a period

agreed with this authority.
(a) An approval shall be issued for an unlimited duration. It shall

remain valid subject to:
1. the organisation remaining in compliance with Part-145 in
accordance with the provisions related to the handling of
findings; and
2. the competent authority being granted access to the
organisation to determine continued compliance with this
Part; and
3. the certificate not being surrendered or revoked.
(b) Upon surrender or revocation the approval shall be returned to
the competent authority.
145.A.95 Findings
(a) A level 1 finding is any significant non-compliance with Part-145
requirements which lowers the safety standard and hazards
seriously the flight safety.
(b) A level 2 finding is any non-compliance with the Part-145
requirements which could lower the safety standard and possibly
hazard the flight safety.
(d) After receipt of notification of findings the holder of the
maintenance organisation approval shall define a corrective
action plan and demonstrate corrective action to the
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Sub Module 4 - Operation Of Aircraft
Sub Module 4
OPERATION OF AIRCRAFT

4-1

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4.1
Commercial Air Transport/Commercial Operations Air
Operators Certificate (AOC)
The purpose of an AOC (Air Operators Certificate) is to
ensure that any person or company operating aircraft for the
purpose of commercial air transportation do so in a
regulated and safe manner.
It is a requirement of ICAO Annex 6 (Operation of Aircraft)

EU-OPS and CARs 1994 that the AOC shall be granted
before any commercial operation takes place.
In accordance with CARs 1994 Part XI regarding Licensing

& Certification of Commercial Air Operations Section 3 Air
Operator Certificate Rule 186 of CAR 1994 Operators to
hold an Air Operator Certificate states that:
Y Notwithstanding the provisions of Part XI (Licensing &
Certification of Commercial Air Operations) Section 2
(Licensing of Comm ercial Operators) of this Part an
aircraft shall not fly for the purpose of:
o regular public transport;
o charter; or
o aerial work;
Y In accordance with Rule 187 of CAR 1994 DGCAA

Pakistan issues or renews AOC to a company
Y The AOC shall be issued for the purpose of Regular
public transport Charter or Aerial work.
Y CAR 187 further requires that AOC holders should have
adequate maintenance facilities equipment and staff for
safe operation.
Y Flight Standards Directorate is the authorized office to
accept and process the formal application of the
operator for grant of AOC.
Y The relevant requirements have been prescribed in the
latest revision of ANO 91.0001 on "Requirements for the
Issue
Renewal & for Continued validity of Air
Operators Certificate". Airworthiness Directorate coordinates with Director Flight Standards for compliance
with airworthiness aspects of Issuance of an AOC.
EU-OPS
SECTION 1 Subpart 8
1.005
Unless the operator of that aircraft holds an air

operator certificate issued by the Director General.

4-2
General
An operator applying for an AOC or a variation of an AOC

must allow the Authority to examine all safety aspects of the
proposed operation.

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The applicant must also:

o Not hold an AOC issued by another Authority unless
specifically approved by the Authorities concerned.
o
Have his principal place of business and registered

office located in the state responsible for issuing the
AOC.
Have registered the aero planes that are to be

operated under the AOC in the state responsible for
issuing the AOC.
Satisfy the Authority that he is able to conduct safe

operations.
The above statements outline the requirements for the issue

of an AOC.
To achieve the issue of an AOC an operator must satisfy
the Authority that the organization and management are
suitable and appropriate to the scope of the operation. This
shall include the following:
o Nomination of an Accountable manager acceptable
to the Authority who has corporate authority for
ensuring all operations and maintenance activities
are carried out to the standard required by the
Authority.

4-3
The operator
must nominate post holders
acceptable to the Authority who are responsible for
the management and supervision of the following
areas
YFlight operations
YThe maintenance system
YCrew training
YGround operations
Procedures for the supervision of operations shall include

the following:
o The operator must ensure that each flight is
conducted in accordance with the provisions of the
operations manual.
o The operator must arrange appropriate ground
handling facilities to ensure the safe handling of its
flights.
o The operator must ensure that its aeroplanes are
equipped and its crew are qualified as required for
the area and type of operation.
o The operator must comply with the maintenance
requirements in accordance with sub-part M for all

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aeroplanes operated under the terms of its AOC.

o The operator must provide the Authority with a copy
of the operations manual
EU-OPS 1.035
In support of monitoring the compliance with and adequacy

of all the above the operator will establish a Quality
System and appoint a Quality Manager. They are tasked
to ensure safe operational practices and airworthy
aeroplanes.
Compliance monitoring must include a feedback system to

the Accountable manager to ensure corrective action as
necessary
o The operator must maintain operational support

facilities at the main operating base appropriate for
the area and type of operation
4.2
Operators Responsibility in particular

Continuing Airworthiness & Maintenance
EU-OPS 1.020
Laws, Regulations and Procedures
An operator must ensure that all employees and crew

members are aware of and comply with the laws
regulations and procedures of those states in which
operations are conducted and which are pertinent to the
performance of their duties.
EU-OPS 1.030
regarding
Quality system
In pursuance of the grant maintenance or renewal of an AOC the

operator will allow the Authority access to the organisation and
aeroplanes and shall ensure that with respect to maintenance
access is granted to any associated IR Part-145 maintenance
organisation to determine continued compliance with EU-OPS.
NOTE: An AOC will be varied, suspended or revoked if the
Authority is no longer satisfied that the operator can
maintain SAFE OPERATIONS.
Minimum equipment lists
An operator must establish a Minimum Equipment List

(MEL) approved by the Authority for each aircraft type.

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4.3
DOCUMENTS TO 8E CARRIED
4.3.1 In accordance with EU-OPS
An operator of any commercial air operation will ensure that the

following are carried on each flight
o
The Certificate of Registration
The Certificate of Airworthiness
Noise Certificate
Air Operators Certificate
Aircraft Radio License
Further requirements stated in EU-OPS 1.130 & 1.135 that

MANUALS and ADDITIONAL INFORMATION AND FORMS to be
carried.
Current parts of the Operations Manual relevant to the duties of
the crew are carried on each flight.
o Parts of the operations manual which are required for the
conduct of the flight are easily available to the crew.
o
Airplane Flight Manual.
Operational Flight Plan
Airplane Technical Log
Detail of ATS Flight Plan
Appropriate NOTAM briefing documentation.
Appropriate meteorological information
Mass
and
documentation
Notification of special category passengers
Notification of hazardous cargo.
Certificate of Third Party liability insurance
Additionally each flight crew member shall on each flight carry a

valid flight crew licence with appropriate ratings for the purpose of
the flight.
NOTE "should documentation be lost or stolen operations may

continue to base or a place where a replacement document can be
provided."

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4.3.2 In accordance with PCAA, CARs 1994, Rule 253
These documents will be discussed in detail in Chapter 5, "Aircraft Certification

(Documents)

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4.4
Aircraft Placarding (Markings)
1) The aircraft must contain:

The specified markings and placards
Any information instrument markings and placards
required for the safe operation if there are unusual
design operating or handling characteristics.
2) Each marking and placard described above
Must be displayed in a conspicuous place; and
May not be easily erased disfigured or obscured.
3) Instrument markings:
When markings are on the cover glass of the instrument
there must be means to maintain the correct alignment of
the glass cover with the face of the dial
Each instrument marking must be

appropriate crew member

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clearly visible to the

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Sub Module 5 - Aircraft Certification (General)
Sub Module S
AIRCRAFT CERTIFICATION

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5.1.1
Certification Rules
STRUCTURE: (e.g. gust envelopes

envelope fatigue requirements etc.).
maneuvers
(European Aviation Certification Standards EACS or CS)
DESIGN AND CONSTRUCTION: (e.g. emergency

evacuation provisions fire protection etc.).
EACS 23/25/27/29 is based on the equivalent EASA

requirements.
An important element of this development has been the
harmonization with the corresponding United States legislation
FAR-25.
The above referenced information is categorized as follows:
POWERPLANT INSTALLATION: (e.g. uncontained

powerplant failure fuel and oil system requirements
etc.).
SYSTEMS AND EQUIPMENT: (e.g. systems safety
analyses: requirements for electrical hydraulic and
pneumatic systems: required equipment for fli ght and
navigation etc.).
CS-23 Certification specification for Airworthiness of

Normal Utility Aerobatic and Commuter category
aeroplanes.
Y CS-25 Certification specification for Airworthiness of Large
Aeroplanes.
Y CS-27 Certification specification for Airworthiness of Small
Rotorcraft.
Y CS-29 Certification specification for Airworthiness of Large
Rotorcraft.
Y
The content of the standards is generally divided into the following

topics
PERFORMANCES: (e.g. climb gradients one engine

inoperative) and handling qualities (e.g. static and
dynamic stability control force etc.).

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MANUALS AND LIMITATIONS: (e.g. speed

limitations flight manual continued airworthiness
manual etc.).
5.1.2
Type Certification
Before the production of Aircraft Engines or Propellers the

manufacturer needs a Type certificate from his Regulatory body.
The authority will only accept an application for a type certificate
provided the manufacturer holds an
appropriate Design
Organization Approval (under PART 21).
In Europe the Type certificates are issued by National Aviation

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Authorities in accordance with EASA regulations on behalf of the

Agency when products show compliance with the requirements of
EASA i.e. aircraft manufacturers have demonstrated compliance
with CS 23 25 27 or 29.
The applicant (usually the manufacturer) will be issued with the
type certificate; he now becomes the Type Certificate Holder and
assumes responsibilities with regard to continuing support of
products throughout their service.
One responsibility for the type certificate holder is to keep a

register of all known users of the product and to
communicate all new and updated airworthiness data to
them.
Further to this he must produce maintenance and overhaul

manuals illustrated parts catalogues etc. and provide a full
range of product support facilities to ensure continued
airworthiness of the items manufactured to the Type
Certificate.
An application for type-certification of large aeroplanes and

large rotorcraft shall be effective for five years and an
application for any other type-certificate shall be effective for
three years unless an applicant shows at the time of
application that its product requires a longer period of time
for design development and testing and the Agency
approves a longer period.
5.1.2.1 Type Certificate Data Sheet
The Type Certificate Data Sheet (TCDS) documents the

conditions and limitations necessary to meet the airworthiness
requirements.
It is a highly structured reference document maintained by
the Type Certificate holder and published by the National
Airworthiness Authority. It contains
o
o
o
o
o
Holder of the Type Certificate

Basis of Certification
Power plants
Fuel
Limitations
o
o
o
o
o
o
Required equipment
Qualifying aircraft (prototype) serial numbers
Weight and balance
Minimum crew
Maximum passengers
Service information

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5.1.3

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Supplemental Type Certificate

A Supplemental Type Certificate (STC) is a document
issued by the Federal Aviation Administration (Manufacturer
Regulatory Body) approving a product (aircraft engine or
propeller) modification.
The STC defines the product design change states how the
modification affects the existing type design and lists serial
number effectively.
It also identifies the certification basis listing specific
regulatory compliance for the design change.
Information contained in the certification basis is helpful for
those
applicants
proposing
subsequent
product
modifications and evaluating certification basis compatibility
with other STC modifications.

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5.1.4
Part-21 Design/Production Organization Approvals

EASA Part 21 is related to Certification of aircraft and related
products parts and appliances and of design and production
organizations
SU8PART G
PRODUCTION ORGANISATION APPROVAL
21A.131 Scope
This Subpart establishes:
(a) The procedure for the issuance of a production organisation
approval for a production organisation showing conformity of
products parts and appliances with the applicable design data.
(b) The rules governing the rights and obligations of the applicant
for and holders of such approvals.
21A.133 Eligibility
Any natural or legal person ('organisation') shall be eligible as an
applicant for an approval under this Subpart. The applicant shall:
(a) justify that for a defined scope of work an approval under this
Subpart is appropriate for the purpose of showing conformity with a
specific design; and
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(b) hold or have applied for an approval of that specific design; or

(c) have ensured through an appropriate arrangement with the
applicant for or holder of an approval of that specific design
satisfactory coordination between production and design.
21A.134 Application
Each application for a production organisation approval shall be
made to the Competent Authority in a form and manner established
by that authority
21A.135 Issue of Production Organisation Approval
An organisation shall be entitled to have a production organisation
approval issued by the Competent Authority when it has
demonstrated compliance with the applicable requirements
21A.139 Quality system
(a) The production organisation shall demonstrate that it has
established and is able to maintain a quality system. The quality
system shall be documented. This quality system shall be such as
to enable the organisation to ensure that each product part or

appliance produced by the organisation or by its partners or
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of approval control procedures for:

(i) Document issue approval or change.
(ii) Vendor and subcontractor assessment audit and
control.
(iii) Verification that incoming products parts
materials and equipment including items supplied
new or used by buyers of products are as specified
in the applicable design data.
(iv) Identification and traceability.
(v) Manufacturing
processes.
(vi)
Inspection and testing including production
flight tests.
(vii) Calibration of tools jigs and test equipment.
(viii) Non conforming item control.
(ix) Airworthiness coordination with the applicant for
or holder of the design approval.
(x) Records
completion
and
retention.
(xi) Personnel
competence
and
qualification.
(xii) Issue
of
airworthiness
release
documents.
(xiii) Handling
storage
and
packing.
(xiv) Internal quality audits and resulting corrective
actions.
(xv) Work within the terms of approval performed at
supplied from or subcontracted to outside parties
conforms to the applicable design data and is in
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condition for safe operation and thus exercise the privileges.
(b) The quality system shall contain as applicable within the scope

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any location other than the approved facilities.
(xvi) Work carried out after completion of production
but prior to delivery to maintain the aircraft in a
condition for safe operation.
(xvii) Issue of permit to fly and approval of associated

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flight conditions. The control procedures need to

include specific provisions for any critical parts.
21A.143 Production Organization Exposition (P.O.E)
(a) The organization shall submit to the Competent Authority a
production organization exposition providing the following
information:
1.
2.
3.
4.
5.
6.
7.
8.
9.
A statement signed by the accountable manager confirming

that the production organisation exposition and any associated
manuals which define the approved organisation's compliance
with this Subpart will be complied with at all times.
The title(s) and names of managers accepted by the
Competent Authority
The duties and responsibilities of the manager(s) as required
including matters on which they may deal directly with the
Competent Authority on behalf of the organisation.
An organizational chart showing associated chains of
responsibility of the managers
A list of certifying staff
A general description of man-power resources.
A general description of the facilities located at each address
specified in the production organisation's certificate of
approval.
A general description of the production organisation's scope of
work relevant to the terms of approval.
The procedure for the notification of organisational changes to
the Competent Authority.

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10. The amendment procedure for the production organisation
exposition.
11. A description of the quality system and the procedures
12. A list of outside parties
(b) The production organisation exposition shall be amended as

necessary to remain an up-to-date description of the organisation
and copies of any amendments shall be supplied to the Competent
Authority.
21A.145 Approval requirements
The production organisation shall demonstrate on the basis of the
information submitted in accordance with Production Organization
Exposition that:
(a) with regard to general approval requirements facilities working
conditions equipment and tools processes and associated
materials number and competence of staff and general
organisation are adequate to discharge obligations.
(b) with regard to all necessary airworthiness noise fuel venting
and exhaust emissions data:
1. The production organisation is in receipt of such data
from the Agency and from the holder of or applicant for
the type-certificate restricted type-certificate or design

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approval to determine conformity with the applicable

design data.
2. The production organisation has established a procedure
to ensure that airworthiness noise fuel venting and
exhaust emissions data are correctly incorporated in its
production data.
3. Such data are kept up to date and made available to all
personnel who need access to such data to perform their
duties.
(c) with regard to management and staff:

1. A manager has been nominated by the production
organisation and is accountable to the Competent
Authority. His or her responsibility within the organisation
shall consist of ensuring that all production is performed

to the required standards and that the production
organisation is continuously in compliance with the data
and procedures identified in the exposition referred to in
Exposition.
2. A person or group of persons have been nominated by
the production organisation to
ensure that the
organisation is in compliance with the requirements of
this Part and are identified together with the extent of
their authority. Such person(s) shall act under the direct
authority of the accountable manager. The persons
nominated shall be able to show the appropriate
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knowledge background and experience to discharge

their responsibilities.
3. Staff at all levels have been given appropriate authority
to be able to discharge their allocated responsibilities
and that there is full and effective coordination within the
production organisation in respect of airworthiness
noise fuel venting and exhaust emission data matters.
(d) with regard to certifying staff authorised by the production
organisation to sign the documents issued :
1. The knowledge background (including other functions in
the organisation) and experience of the certifying staff
are
to
discharge
their
allocated
appropriat
e
responsibilities.
2. The production organisation maintains a record of all certifying
staff which shall include details of the scope of their
authorisation.
3. Certifying staff are provided with evidence of the scope of their
authorisation.
21A.147 Changes to the approved production organisation

(a) After the issue of a production organisation approval each
change to the approved production organisation that is significant to
the showing of conformity or to the airworthiness and characteristics
of noise fuel venting and exhaust emissions of the product part or
appliance particularly changes to the quality system shall be
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approved by the Competent Authority. An application for

approval

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shall be submitted in writing to the Competent Authority and the

organisation shall demonstrate to the Competent Authority before
implementation of the change that it will continue to comply with
this Subpart.
approval.
(b) The Competent Authority shall establish the conditions under

which a production organisation approved under this Subpart may
operate during such changes unless the Competent Authority
determines that the approval should be suspended.
Each change to the terms of approval shall be approved by the

Competent Authority. An application for a change to the terms of
approval shall be made in a form and manner established by the
Competent Authority. The applicant shall comply with the applicable
requirements of this Subpart.
21A.153 Changes to the terms of approval
21A.148 Changes of location

21A.157 Investigations
A change of the location of the manufacturing facilities of the
approved production organisation shall be deemed of significance
and therefore shall comply with changes to the approved production
organization
21A.149 Transferability
Except as a result of a change in ownership which is deemed
significant a production organisation approval is not transferable.
21A.151 Terms of approval
The terms of approval shall identify the scope of work the products
or the categories of parts and appliances or both for which the
holder is entitled to exercise the privileges.
Those terms shall be issued as part of a production organisation
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A production organisation shall make arrangements that allow the

Competent Authority to make any investigations including
investigations of partners and subcontractors necessary to
determine compliance and continued compliance with the applicable
21A.158 Findings
(a) When objective evidence is found showing non compliance of
the holder of a production organisation approval with the applicable
requirements of this Part the finding shall be classified as follows:
1.
A level one finding is any non-compliance with this

Part which could lead to uncontrolled non-compliances
with applicable design data and which could affect the
safety of the aircraft.
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2.

A level two finding is any non-compliance with this Part
which is not classified as level one.
approval in a timely manner.

21A.159 Duration and continued validity
(b) A level three finding is any item where it has been identified by
objective evidence to contain potential problems that could lead to
a non-compliance
(c) After receipt of notification of findings
Authority
1.
2.
from the Competent
In case of a level one finding the holder of the production

organization approval shall demonstrate corrective action to
the satisfaction of the Competent Authority within a period of
no more than 21 working days after written confirmation of the
finding.
In case of level two findings the corrective action period
granted by the Competent Authority shall be appropriate to the

nature of the finding but in any case initially shall not be more
than six months. In certain circumstances and subject to the
nature of the finding the Competent Authority may extend the
six month period subject to a satisfactory corrective action plan
agreed by the Competent Authority.
3. A level three finding shall not require immediate action by the
holder of the production organisation approval.
(d) In case of level one or level two findings the production

organisation approval may be subject to a partial or full limitation
suspension or revocation. The holder of the production organisation
approval shall provide confirmation of receipt of the notice of
limitation suspension or revocation of the production organisation
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(a) A production organisation approval shall be issued for an

unlimited duration. It shall remain valid unless:
1.
2.
The production organisation fails to demonstrate compliance

with the applicable requirements of this Subpart; or
The Competent Authority is prevented by the holder or any of
its partners or subcontractors to perform the investigations; or
3. There is evidence that the production organisation

cannot maintain satisfactory control of the manufacture
of products parts or appliances under the approval; or
4. The production organisation no longer meets the
requirements of Eligibility or
5. the certificate has been surrendered or revoked. Upon
surrender or revocation the certificate shall be returned
to the Competent Authority.
SU8PART J
DESIGN ORGANISATION APPROVAL
21A.231 Scope
This Subpart establishes the procedure for the approval of design
organizations and rules governing the rights and obligations of

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applicants for and holders of such approvals.
21A.233 Eligibility
Any natural or legal person ('organisation') shall be eligible as an
applicant for an approval under this Subpart
21A.234 Application
Each application for a design organisation approval shall be made in
a form and manner established by the Agency
1. To ensure that the design of the products parts and

appliances or the design change thereof comply with the
applicable type-certification basis and environmental
protection requirements; and
2. To ensure that its responsibilities are properly discharged in
accordance with:
(i)
The appropriate provisions of this Part; and
(ii)
The terms of approval.
3. To independently monitor the compliance with and
adequacy of the documented procedures of the system.
This monitoring shall include a feed-back system to a person
or a group of persons having the responsibility to ensure
corrective actions.
21A.235 Issue of design organisation approval

An organisation shall be entitled to have a design organisation
approval issued by the Agency when it has demonstrated
compliance with the applicable requirements under this Subpart.
21A.239 Design assurance system
(a) The design organisation shall demonstrate that it has
established and is able to maintain a design assurance system for
the control and supervision of the design and of design changes of
products parts and appliances covered by the application. This
design assurance system shall be such as to enable the
organisation:

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(b) The design assurance system shall include an independent

checking function of the showings of compliance on the basis of
which the organisation submits compliance statements and
associated documentation to the Agency.
(c) The design organisation shall specify the manner in which the
design assurance system accounts for the acceptability of the parts
or appliances designed or the tasks performed by partners or
subcontractor according to methods which are the subject of written
procedures.
21A.243 Data
(a) The design organisation shall furnish a handbook to the Agency
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describing directly or by cross-reference the organisation the

relevant procedures and the products or changes to products to be
designed.
(b) Where any parts or appliances or any changes to the products
are designed by partner organisations or subcontractors the
handbook shall include a statement of how the design organisation
is able to give for all parts and appliances the assurance of
compliance and shall contain directly or by cross-reference
descriptions and information on the design activities and
organisation of those partners or subcontractors as necessary to
establish this statement.
(c) The handbook shall be amended as necessary to remain an upto-date description of the organisation and copies of amendments
shall be supplied to the Agency.
(d) The design organisation shall furnish a statement of the
qualifications and experience of the management staff and other
persons responsible for making decisions affecting airworthiness
and environmental protection in the organisation.
(a) The staff in all technical departments are of sufficient numbers

and experience and have been given appropriate authority to be
able to discharge their allocated responsibilities and that these
together with the accommodation facilities and equipment are
adequate to enable the staff to achieve the airworthiness and
environmental protection objectives for the product.
(b) There is full and efficient coordination between departments and
within departments in respect of airworthiness and environmental
protection matters.
21A.247 Changes in design assurance system
After the issue of a design organisation approval each change to
the design assurance system that is significant to the showing of
compliance or to the airworthiness and environmental protection of
the product shall be approved by the Agency. An application for
approval shall be submitted in writing to the Agency and the design
organisation shall demonstrate to the Agency on the basis of
submission of proposed changes to the handbook and before
implementation of the change that it will continue to comply with
this Subpart after implementation.
21A.245 Approval requirements

21A.249 Transferability
The design organisation shall demonstrate on the basis of the
information submitted in accordance with Design Organization
Exposition (D.O.E) that in addition to complying with Design
Assurance System
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Except as a result of a change in ownership which is deemed

significant for the purposes of Changes in Design Assurance
System a Design Organisation Approval is not transferable.
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21A.251 Terms of approval
The terms of approval shall identify the types of design work the
categories of products parts and appliances for which the design
organisation holds a design organisation approval and the functions
and duties that the organisation is approved to perform in regard to
the airworthiness and characteristics of noise fuel venting and
exhaust emissions of products. For design organisation approval
covering type-certification authorization for Auxiliary Power Unit
(APU) the terms of approval shall contain in addition the list of
products or APU. Those terms shall be issued as part of a design
organisation approval.
21A.253 Changes to the terms of approval
Each change to the terms of approval shall be approved by the
Agency. An application for a change to the terms of approval shall
be made in a form and manner established by the Agency. The
design organisation shall comply with the applicable requirements of
this Subpart.
(b) The design organisation shall allow the Agency to review any
report and make any inspection and perform or witness any
flight and ground test necessary to check the validity of the
compliance statements submitted by the applicant
21A.258 Findings
(a) When objective evidence is found showing non-compliance of
the holder of a design organisation approval with the applicable
requirements of this Part the finding shall be classified as follows:
1. A level one finding is any non-compliance with this Part
which could lead to uncontrolled non-compliances with
applicable requirements and which could affect the safety of
the aircraft.
2. A level two finding is any non-compliance with this Part
which is not classified as level one.
(b) A level three finding is any item where it has been identified by
objective evidence to contain potential problems that could lead to
a non-compliance
21A.257 Investigations
(a) The design organisation shall make arrangements that allow the
Agency to make any investigations including investigations of
partners and subcontractors
necessary to determine
compliance and continued compliance with the applicable

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(c) After receipt of notification of findings under the applicable

administrative procedures established by the Agency
1. In case of a level one finding the holder of the design
organisation approval shall demonstrate corrective action to

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the satisfaction of the Agency within a period of no more

than 21 working days after written confirmation of the finding.
2. In case of level two findings the corrective action period
granted by the Agency shall be appropriate to the nature of
the finding but in any case initially shall not be more than six
months. In certain circumstances and subject to the nature
of the finding the Agency may extend the six month period
subject to a satisfactory corrective action plan agreed by the
Agency.
3. A level three finding shall not require immediate action by
the holder of the design organisation approval.
3. There is evidence that the design assurance system cannot

maintain satisfactory control and supervision of the design of
products or changes thereof under the approval; or
4. the certificate has been surrendered or revoked under the
applicable administrative procedures established by the
Agency.
(b) Upon surrender or revocation the certificate shall be
returned to the Agency
(d) In case of level one or level two findings the design organisation
approval may be subject to a partial or full suspension or revocation
under the applicable administrative procedures established by the
Agency. The holder of the design organisation approval shall
provide confirmation of receipt of the notice of suspension or
revocation of the design organisation approval in a timely manner.
21A.259 Duration and continued validity
(a) A design organisation approval shall be issued for an unlimited
duration. It shall remain valid unless:
1. The design organisation fails to demonstrate compliance
with the applicable requirements of this Subpart; or
2. The Agency is prevented by the holder or any of its partners
or subcontractors to perform the investigations; or

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5.2.1
Certificate of Airworthiness
A Certificate of Airworthiness (C of A) or an airworthiness
certificate is issued for an aircraft by the national aviation
authority in the state in which the aircraft is registered.
The airworthiness certificate attests that the aircraft is
airworthy insofar as the aircraft conforms to its type design.
Each airworthiness certificate is issued in one or a number of
different categories.
References for "C of A" can be found in:
Y ICAO Annex 8 -Airworthiness of Aircraft
Y CARs 1994 Part IV Airworthiness Requirements
Section 1 Certificate of Airworthiness
Y Latest Revision of PCAA ANO-004-AWRG - Certificate
of Airworthiness Permit to fly and Export Certificate of
Airworthiness
5.2.1.1 General
In accordance with the Convention on International Civil

Aviation and Rule 16 of Civil Aviation Rules 1994 no aircraft
registered in Pakistan shall fly unless there is relating to that
aircraft a current Certificate of Airworthiness issued or
validated by the Airworthiness Directorate of Civil Aviation
Authority of Pakistan.

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Sub Module 5 - Aircraft Certification (Documents)
5.2.1.2 Categories of Certificate of Airworthiness

Aircraft is categorized according to the functions performed
by it.
Civil Aviation Rules 1994 permit operation of the aircraft in
the following categories:
Y Regular Public Transport.
Y Charter.
Y Aerial Work.
Y Private.
'Aerial work operations' means flight operations
other than charter or regular public transport or
private operations for which hire or reward is given
or promised to the pilot the
'Charter operations' means flight operations in
which an aircraft is used
for the carriage of
passengers or cargo for hire or reward; and any
reference to "charter" has a corresponding meaning:
Y to and from any place but not in accordance
with fixed schedules to and from fixed
terminals; or
Y in accordance with fixed schedules to and
from fixed terminals in circumstances in which
the accommodation in the aircraft is not
available for use by members of the public;

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'Private Operations' means flight operations other

than aerial work charter or regular public transport
in which no remuneration hire or reward is given to
the pilot the owner or the operator of the aircraft in
respect of that flight or the purpose of that flight.
'Regular Public Transport Operation' means flight
operations in which an aircraft is used for the
carriage of passengers or cargo for hire or reward in
accordance with fixed schedules to and from fixed
terminals over specific routes with or without
intermediate stopping places between terminals and
any reference to "regular public transport" has a
corresponding meaning.
Owner/Operator of the aircraft shall specify in the application

for issue / validation of Certificate of Airworthiness the
category or categories mentioned above for which the
aircraft is required to be certificated.
5.2.1.3 Issue / Validation of Certificate of Airworthiness
To enable issue/validation of Certificate of Airworthiness

(including Export Certificate of Airworthiness) the applicant
shall provide to the Airworthiness Directorate the
Certificate of Airworthiness issued by the State of

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Manufacture or by the State in which the aircraft was last

registered together with the application on Form CAAF-127AWXX and requisite fee.
In case an aircraft is entered on the Pakistan Civil Aircraft
Register and having a valid "C of A" issued by a contracting
state PCAA may validate that "C of A" issuing an
authorization which shall not exceed the original validity of
that "C of A" considering the previous C of A as satisfactory
evidence in a whole or in part that the aircraft is in
compliance with ICAO applicable standards of Annex-8
(Airworthiness of Aircraft).
All the work required to be done on the aircraft for the issue
of Certificate of Airworthiness shall be carried out by
appropriately licensed aircraft maintenance engineer or an
Organization approved by Airworthiness Directorate and
shall conform to the requirements specifications drawings
and instructions issued by the aircraft manufacturer.
The aircraft shall be test flown according to flight test
schedule acceptable to the Airworthiness Directorate to
establish its compliance with:
o The Airworthiness requirements of the State of
Manufacture or the previous State of Registry.
o In
certain
circumstances
the
Airworthiness
Directorate may require special flight tests to
determine conformity with the national Airworthiness
requirements.

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Such other conditions as prescribed by the

Airworthiness Directorate for issue of a Certificate of
Airworthiness.
The aircraft maintenance engineer or the approved
Organization shall certify the aircraft to be fit for flight test as
determined through inspections of the aircraft its records
and manuals and that all applicable Airworthiness Directives
mandatory modifications and inspections issued by the State
of manufacture have been carried out and/or certified to
have been carried out.
The aircraft shall be weighed to determine its accurate
empty weight and its corresponding centre of gravity to update its weight and balance schedule and trim sheets. The
aircraft weighing shall be carried out under the supervision of
Airworthiness Directorate for approval of its weight and
balance schedule. Weighing carried out under the
supervision of State of last registry may be accepted till its
re-weighing becomes due. Its weight and balance schedule
shall be prepared on format acceptable to PCAA.
Prior to issue of first Certificate of Airworthiness by PCAA
the Owner / Operator of the aircraft shall arrange training of
at least four Airworthiness officials (02 Aerospace & 02
Avionics) so as to provide continued Airworthiness
surveillance of the aircraft. The expenditures on the training
will be at no cost to PCAA. This training will be provided
along with own engineers / personnel required for
maintenance of the aircraft engines and equipment. The

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training shall be imparted by training centre approved by the

Airworthiness Directorate.
Following documents relating to the aircraft shall be
submitted to Airworthiness Directorate for retention:Y A copy of type certificate and its technical data
sheets or acceptable equivalent documents issued
by the State of design/manufacture.
Y A copy of the Certificate of Airworthiness for export
issued by the State of manufacture/State of last
registry or the current Certificate of Airworthiness.
Y A copy of Flight Manual or acceptable equivalent
document.
Y A copy of the crew operations manual.
A copy of the manufacturer's maintenance/service overhaul
repair and wiring diagram manuals and illustrated parts
catalogues of the aircraft engine propeller and installed
equipment along with a written confirmation from the
manufacturers thereof that amendments revisions or new
issues will be supplied to the PCAA as and when these are
issued.
A complete set of all manufacturers service bulletins or
equivalent documents issued in respect of the aircraft along
with a written confirmation from the manufacturers thereof
that amendments revisions or new issues will be supplied
to the PCAA as and when these are issued.
A copy of the aircraft weight and balance manual.

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A copy of production flight test report issued by the aircraft

manufacturer.
For aircraft assembled in Pakistan:
Y Flight test report of the aircraft on Form CAAF-129AWXX.
Y Flight test report of the aircraft's Avionics equipment
on Form CAAF-131-AWXX.
Y Ground test (ATC) report of the aircraft's Avionics
equipment on Form CAAF-122-AWXX.
The Certificate of Airworthiness of the aircraft will be issued
by the Airworthiness Directorate and validated for a period of
twelve (12) months by the nearest Airworthiness field office
on Form CAAF-009AWXX after its necessary checks and
inspections have been carried out satisfactorily.
5.2.1.4 RENEWAL OF CERTIFICATE OF AIRWORTHINES
The airworthiness field office will renew certificate of

airworthiness of the aircraft when the owner/operator applies
on Form CAAF-119-AWXX along with necessary fee. The
application should reached at least 15 days prior to "C of A"
expiry date. The aircraft shall comply with the following
requirements:
Y The aircraft has been serviced and maintained in
accordance with schedule methods and procedures

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given by the manufacturer and approved by the

Airworthiness Directorate;
All inspections repairs overhauls modifications and
replacements which affect Airworthiness have been
carried out as prescribed by the manufacturer and
approved by the Airworthiness Directorate;
All certification maintenance requirements have
been complied with at the prescribed intervals and by
appropriately licensed personnel;
All modifications or inspections declared mandatory
by the Airworthiness Directorate have been complied
with.
Compliance of all applicable Airworthiness Directives
mandatory modifications and inspections shall be
intimated to the Airworthiness Directorate on Form
CAAF-116-AWXX;
Any parts of the aircraft that have an ultimate service
life limit declared by the organization responsible for
the type design or the Airworthiness Directorate have
not exceeded their approved lives;
If the aircraft has been released to service with any
airworthiness significant systems components or
equipment unserviceable this is in compliance with a
minimum equipment list or similar document
approved by the PCAA;
If the aircraft has been released into service with any
structural parts missing this is in compliance with

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Y
Y
procedures
approved
by
the
Airworthiness
Directorate.
All minor damages and repairs are within limits as
given in the structural repair manual for the aircraft;
All markings and placards included in the approval of
the type design and approved by the Airworthiness
Directorate are available;
The aircraft weight and balance data is in conformity
with the requirements
the Airworthiness
of
Directorate including reweighing (if required) and/or
compliance with a system for recording progressive
weight and balance change;
The aircraft maintenance records are in conformity
with the requirements
the Airworthiness
of Directorate;
Airworthiness flight test shall be completed to ensure
that the aircraft flight characteristics do not change
significantly from the previous flight test and to
ensure proper functioning of the aircraft and its
systems in flight. However flight test report of the
aircraft which is maintained under approved
progressive maintenance schedule will be carried out
as per the requirements given in the schedule. The
flight test reports shall be submitted to the
The Certificate of Airworthiness of the aircraft will be

renewed for a period not exceeding twelve months from the

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date of satisfactory flight test. The aircraft which is

maintained under the approved progressive maintenance
schedule will have its Certificates of Airworthiness renewed
from the next day of its expiry period. The renewal will be
affected after necessary checks and inspections have been
carried out satisfactorily by the nearest Airworthiness field
office.
5.2.1.5 INVALIDATION OF CERTIFICATE OF AIRWORTHINESS
Any failure to maintain an aircraft in an Airworthiness

condition as defined by the appropriate Airworthiness
requirements laid down by the Airworthiness Directorate
shall render the aircraft ineligible for operation until the
aircraft is restored to an Airworthiness condition.
Certificate of Airworthiness of the aircraft ceases to be valid:
Y On expiry date of validity entered on the Certificate;
Y If the aircraft or any of its equipment which is
essential to the continued airworthiness of the aircraft
is overhauled or repaired or such equipment is
removed or replaced other than in a manner which
complies with the maintenance and repair
procedures issued by the aircraft and its equipment
manufacturers and maintenance schedule approved
by the Airworthiness Directorate;
Y If the aircraft or its equipment is inspected and / or
repaired by an organization not approved by the
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If any inspection of the aircraft or of its equipment

required by the approved maintenance procedures or
schedules is not carried out;
If any modification specified by the aircraft
manufacturer or Airworthiness Directorate as
mandatory for the continued Airworthiness of the
aircraft is not carried out;
If any modification is carried out or equipment
installed
other than as approved by the
Airworthiness Directorate;
If any Airworthiness Directive issued by the state of
manufacture or a directive issued by the
Airworthiness Directorate is not complied with;
If the aircraft has sustained damage of such nature
that in the opinion of a licensed aircraft maintenance
engineer or authorized person or an approved
maintenance organization it is no longer fit to fly.
If the Airworthiness Directorate has reason to believe
that the aircraft is not airworthy.
5.2.1.6 EXPORT CERTIFICATE OF AIRWORTHINESS
PCAA facilitates the transfer of aircraft into the register of

another State by the issue of an "Export Certificate of
Airworthiness". While not valid for the purpose of flight such
a document provides confirmation by the exporting State of

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recent satisfactory review of the airworthiness status of the

aircraft.
For facilitating the export of class I II & III products PCAA
have adopted title for the export document "Export
Certificate of Airworthiness". This is a statement to confirm to
the importing State the acceptable airworthiness status of
the aircraft or other product. In the case of a complete
aircraft the Export Certificate of Airworthiness either confirms
the aircraft's conformity with the approved design data and
its acceptable airworthiness status stating in effect that if the
aircraft were to remain on the registry of the exporting State
it would continue to qualify for the continuance of its
Certificate of Airworthiness or that the aircraft standard
complies with the requirements of the importing State and its
in a condition for safe operation.
It is very important to understand that an export certificate of
airworthiness is not a Certificate of Airworthiness and
therefore does not confer the right of international flight and
cannot be validated to fly internationally. An aircraft having
an Export Certificate of Airworthiness will require a valid
Certificate of Airworthiness issued by the State of Registry
Part IV section I Rule 16(c) of the CARs 1994 requires an
export certificate of airworthiness to be issued when a
product is exported from Pakistan. An export certificate of
airworthiness will be issued to:

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Y New aircraft that are assembled and that have been

flight tested and other Class I products located in
Pakistan.
Y Class II products.
Y Class III products.
Note Class I product - is a complete aircraft aircraft engine or
propeller which has been type certified and has been issued
with a data sheet.
Class II product - is a major component of Class I product
such as wings fuselages empennage assemblies landing
gears power transmission control surfaces etc. the failure
of which would jeopardize the safety of a Class I product.
Class III products - any part or component which is not a
Class I or Class II product or a standard part.
The applicant will be entitled to an export certificate of

airworthiness only if the applicant shows that the product
meets all the airworthiness requirements. An export
certificate of airworthiness does NOT authorize the operation
of aircraft. The export certificate of airworthiness will be
issued on the Form CAAF-010-AWXX. The applicant may
apply for an export certificate of airworthiness on the form
No. CAAF-107-AWXX.

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5.2.2
Certificate of Registration
An aircraft registration is a unique alphanumeric string that
identifies a civil aircraft in similar fashion to a license plate
on an automobile.
Aviation all aircraft must be registered with a national
aviation authority and they must carry proof of this
registration in the form of a legal document called a
Certificate of Registration at all times when in operation.
Most countries also require the aircraft registration to be
imprinted on a permanent fireproof plate mounted on the
fuselage for the purposes of post-fire/post-crash aircraft
accident investigation.
Because aeroplanes/airplanes display their registration
numbers on the aft fuselage just forward of the tail in earlier
times more often on the tail itself the registration is often
referred to as the "tail number".
Although each aircraft registration is unique some countries
allow it to be re-used when the aircraft has been sold
destroyed or retired.
Also note that an individual aircraft may be assigned
different registrations during its existence. This can be
because the aircraft changes ownership jurisdiction of
registration or in some cases for vanity reasons
References for "C of R" can be found in:

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Y ICAO Annex 7 (Aircraft Nationality & Registration

Marks)
Y CARs 1994 Part III Registration & Marking of
Aircraft Section 1 Registration of Aircraft
5.2.2.1 General
Aviation and Rule 7 of Civil Aviation Rules 1994 "An Aircraft
other than a military aircraft shall not fly in Pakistan unless it
has been included in Pakistan Aircraft Register or has been
registered in a contracting state"
5.2.2.2 Nationality and registration marks
In accordance with CARs 1994 Part III Section 2 Rule 13
Y The nationality mark of an aircraft registered in
Pakistan shall be the
letters "AP".
Y The registration mark of an aircraft registered in
Pakistan shall be the group of three letters
assigned to the aircraft and included in its
certificate of registration.
Y The nationality and registration marks allocated
to an aircraft shall be painted on its structure or
affixed by any other means giving a similar
degree of permanence and shall be clean and
visible at all times.
Y An aircraft registered in Pakistan shall carry an
identification plate inscribed with its nationality

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and registration marks. The plate shall be made

of fire proof material and shall be secured to the
aircraft in a prominent position near the main
entrance.
another State
If the Certificate of Airworthiness is not issued
for two years after its registration or is
not
renewed for successive two years.
5.2.1.3 Documents for Aircraft Registration

The following documents are required for Aircraft
Registration (i.a.w latest revision of AWNOT-005-AWRG):
Y Application F orm C AAF - 1 2 8 - AW XX
Y Type Certificate issued by FAA or EASA
Y Type Certificate/Type Acceptance Certificate
issued by PCAA
Y NOC issued by Air Transport Directorate of
PCAA
Y Proof of Ownership of Aircraft
Y Custom Clearance Documents
Y De-registration Certificate of aircraft
from previous state of Registration
Y Processing fee
5.2.2.4 Cancellation of Registration
The person or persons or organization named in Pakistan

Aircraft Register as the owner or owners of that aircraft
shall inform the Director-General:
Y
if the aircraft suffers destruction
Y
if it is permanently withdrawn from use
Y
if it is transferred to the aircraft register of

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5.2.3
Aircraft Noise Certificate
5.2.3.1 Aircraft Noise
Aircraft noise is noise pollution produced by any aircraft or its

components during various phases of a flight: on the ground
while parked such as auxiliary power units while taxiing on
run-up from propeller and jet exhaust during take off
underneath and lateral to departure and arrival paths overflying while en route or during landing
Reference Documents include :
Y ICAO Annex 16 Environmental Protection Vol.-I
"Aircraft Noise"
Y PCAA
AWNOT-62-AWRG
"Aircraft
Noise Certificate"
5.2.3.2 In accordance with ICAO Annex 16, Part II, Aircraft

Noise Certification, Chapter 1 Administration
1.2 Noise certification shall be granted or validated by the
State of Registry of an aircraft on the basis of satisfactory
evidence that the aircraft complies with requirements that
are at least equal to the applicable Standards specified in
Annex 16.
1.4
The documents attesting noise certification shall be
approved by the State of Registry and shall be required by
that State to be carried on the aircraft.
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1.5
The documents attesting noise certification for an
aircraft shall provide at least the following information:
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Item 1.
Name of State.
Item 2.
Title of the noise document.
Item 3.
Number of the document.
Item 4.
Nationality or common mark and
registration marks.
Item 5.
Manufacturer
and
manufacturer's
designation of aircraft.
Item 6.
Aircraft serial number.
Item 7.
Engine manufacturer type and model.
Item 8.
Propeller type and model for propellerdriven aeroplanes.
Item 9.
Maximum take-off mass in kilograms.
Item 10.
Maximum landing mass in kilograms
Item 11.
The chapter and section of this Annex
according to which the aircraft was certificated.
Item 12.
Additional modifications incorporated
for the purpose of compliance with the applicable
noise certification Standards.
Item 13.
The lateral/full-power noise level in
the corresponding unit for documents issued under
Chapters 2 3 4 5 and 12 of this Annex.
Item 14.
The approach noise level in the
corresponding unit for documents issued under
Chapters 2 3 4 5 8 and 12 of this Annex.

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Y
Y
Y
Item 15. The flyover noise level in the

Chapters 2 3 4 5 and 12 of this Annex.
Item 16. The overflight noise level in the
Chapters 6 8 and 11 of this Annex.
Item 17. The take-off noise level in the
Chapters 8 and 10 of this Annex.
Item 18.
Statement of compliance including a
reference to Annex 16 Volume I.
Item 19.
Date of issuance of the noise
certification document.
Item 20.
Signature of the officer issuing it.
1.8
Contracting States shall recognize as valid a noise
certification granted by another Contracting State provided
that the requirements under which such certification was
granted are at least equal to the applicable Standards
specified in this Annex..
1.9 A Contracting State shall suspend or revoke the noise
certification of an aircraft on its register if the aircraft ceases
to comply with the applicable noise Standards. The State of
Registry shall not remove the suspension of a noise
certification or grant a new noise certification unless the
aircraft is found on reassessment to comply with the
applicable noise Standards.
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5.2.3.3 In accordance with ICAO Annex 16, Part II, Aircraft

Noise Certification, Chapter 4.
over and decreasing linearly with the

logarithm of the mass down to 94 EPNdB at
35 000 kg after which the limit remains
constant.
4.2 Noise measurements

4.2.1 Noise evaluation measure shall be the effective
perceived noise level in EPNd8.
4.3 Reference noise measurement points
4.3.1 An aeroplane when tested in accordance with these
Standards shall not exceed the maximum noise level of the
noise measured at the points specified :
a) lateral full-power reference noise measurement
point
b) flyover reference noise measurement point
c) approach reference noise measurement point
4.4 Maximum noise levels
4.4.1 The maximum permitted noise levels defined shall not
be exceeded at any of the measurement points.
4.4.1.a)
At the lateral full-power (reference
noise measurement point)
103 EPNdB for aeroplanes with maximum
certificated take-off mass at which the noise
certification is requested of 400 000 kg and
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4.4.1.b)
At
flyover
measurement point)
(reference
noise
i) Aeroplanes with two engines or less

certification is requested of 385 000 kg and
logarithm of the aeroplane mass at the rate of
4 EPNdB per halving of mass down to 89
EPNdB after which the limit is constant.
ii) Aeroplanes with three engines
As a) but with 104 EPNdB for aeroplanes with
maximum certificated take-off mass of 385
000 kg and over.
iii) Aeroplanes with four engines or more
As a) but with 106 EPNdB for aeroplanes with
maximum certificated take-off mass of 385
000 kg and over.
4.4.1.c)
At
approach
(reference
noise

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measurement point)
certification is requested of 280 000 kg or
logarithm of the mass down to 98 EPNdB at
35 000 kg after which the limit remains
constant.
4.4.1.1 The sum of the differences at all three
measurement points between the maximum
noise levels and the maximum permitted
noise levels specified above shall not be less
than 10 EPNdB.
4.4.1.2 The sum of the differences at any two
measurement points between the maximum
noise levels and the corres ponding maximum
permitted noise levels specified above shall
not be less than 2 EPNdB.

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5.2.3.4 In accordance with latest revision of AWNOT-062-AWRG

DOCUMENTS
CERTIFICATE
REQUIRED
FOR
ISSUANCE
OF
NOISE
The application for the noise certification is to be submitted

to the Airworthiness directorate on latest version of Form
CAAF-150-AWRG while submitting the application the
applicant has to authorize deduction of applicable fee or
submit the document pertaining to payment of fee.
Following documents are to be submitted along with noise
application.
o The aircraft's Type Certificate and Type Certificate
Data Sheet (TCDS)
o Supplemental Type Certificate(s) as applicable
o Approved Flight Manual
o Approved Flight Manual Supplement
Copy of previous Noise Certificate issued by manufacturer or
previous State of Registry

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5.2.4

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Weight Schedule
5.2.4.1 General
Aircraft have a tendency to gain weight because of the
accumulation of dirt grease corrosion etc. in areas not
readily accessible for washing and cleaning.
Aircraft empty weight as well as its centre of gravity may
vary because of repairs and/or incorporation of
modifications as such determination of the accurate empty
weight of the aircraft and its corresponding centre of gravity
is extremely important as incorrect data could cause
subsequent over loading of the aircraft resulting in an
increase of structural loads and reduction in performance.
An operator shall specify in the operations Manual
Y the principles and methods involved in the loading
and in the mass and balance system
Y Each weight change has to be recorded and
registered in the weight and balance sheet of the
aircraft
Y A scheduled aircraft weighing has to be established
for every flight a weight calculation (load sheet) must
be performed and signed by the pilot
Y An operator shall ensure that during any phase of
operation the loading mass and centre of gravity of
the aeroplane remains within the limitations
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Y must establish the mass and the centre of gravity of

any aeroplane by actual weighing before first service
must
reweigh if the effect of modifications on the
Y
mass and balance is not accurately known & must
determine the mass of all-operating items and
crewmembers and the influence of their position on
the aeroplane centre of gravity must be determined
Y must establish the mass of the traffic load must
determine the mass of the fuel load by using the
actual density or if not known the density calculated
5.2.4.2 In accordance with latest revision of AWNOT-011-AWXX

regarding " Aircraft Weight and 8alance Control"
Complete and up to date weight and balance schedule and

trim sheets are required for all aircraft registered in Pakistan
and must be carried on board the aircraft along with other
documents such as the Certificate of Airworthiness
Certificate of Maintenance and Flight Manual etc.
The control of weight and balance is the responsibility of the
operator.
Aircraft would be weighed after every four years (on major
check falling due after 04 years since last weighing but not
exceeding 5 years) unless preamble to the approved
maintenance schedule specifies otherwise.

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If the basic weight is estimated to have changed by more

than 0.5% of the maximum certificated take-off weight or if
the centre of gravity is estimated to have changed by more
than 0.5% of M.A.C. then the aircraft shall be re-weighed
physically.
For new aircraft the manufacturer will furnish complete
information with the aircraft not only regarding its actual
weight and balance but will also include sketches and other
data that will assist the operator in checking the balance
after alterations together with weight and balance control
manual or loading instructions.
For aircraft which had previously been registered in another
state weight and balance data certified by the Airworthiness
Authority of that state will be accepted at the time of issue of
Certificate of Airworthiness in Pakistan. Physical weighing of
the aircraft will be carried out on the major check falling due
after 4 years since last weighing but not exceeding 5 years.
However the weight and balance schedule changed to the
manufacturer's production weight and balance format would
be acceptable to PCAA .
In case where complete weight and balance data is not
available the aircraft shall be weighed and the empty weight
and C. G. location determined before the issue of a
Certificate of Airworthiness.
Each weighing must be witnessed and the result confirmed
by an authorized officer of the Airworthiness Directorate.
Weight and balance schedule must be calculated and

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prepared by an appropriately qualified AME in Category B1

or an operations engineer having PCAA approval
5.2.5
Radio Station License and Approval

CARs 1994 Part IV "Airworthiness Requirements" Section
5 - "Radio Equipment in Aircraft" Rule 34 states
Radio equipment shall not be installed in an aircraft

registered in Pakistan unless:
(a) There is in respect of such radio equipment a
license issued by the Federal Government;
(b) The installation in the aircraft has been approved
by the Director-General; and
(c) The equipment is of a type approved by the
Director-General and complies with such directions
issued by him in respect of airworthiness
requirements

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5.2.6
Documents to be Carried i.a.w Rule 253 of CARs 1994
5.2.6.1
AIR OPERATOR CERTIFICATE
After the issuance of an Airline License to an operator by the

Federal Government of Pakistan it is a regulatory
requirement to obtain an Air Operator Certificate (AOC).
AOC is issued in accordance with the requirements laid
down by Flight Standards in ANO 91.0001
CAR 186. (Operators to hold an air operator certificate)

Operations for AOC include: Public Transport Aerial work and
Charter A/Cs

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5.2.6.2
INSURANCE CERTIFICATE
CAR 199. (Operators to be insured)

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5.2.6.3
CERTIFICATE OF RADIO INSTALLATION
CAR 34 (b)(Radio Equipment shall not be installed in an aircraft

registered in Pakistan unless the installation in the aircraft has been
approved by the D.G. PCAA issues Cft of Radio Installation )

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5.2.6.4
MO8ILE WIRELESS LICENSE
CAR 34 (a) (Radio equipment shall not be installed in an aircraft

registered in Pakistan unless there is in respect of such radio
equipment a license issued by the Federal Govt. Pakistan
Telecommunication Authority (PTA) issues the Radio Station
License necessary for operating radio equipment onboard the
aircraft )

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5.2.6.5
PTA Renewal Certificate
AWNOT 71 -D5 states that "operator will be responsible for the

timely renewal of the PTA license which will be a requirement for
renewal of C of A every year"

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4.2.6.6
WEIGHING CERTIFICATE

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Sub Module 6 - Part - M
Sub Module 6
PART - M

6-1

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Detailed Understanding of PCAA Legislation for continuing

Airworthiness Organization & EASA Part M
6.1
PCAA Legislation for Continuing Airworthiness

Organization
Aircraft Maintenance Arrangement Requirement
In the case of large aircraft the operator is responsible for

the continuing airworthiness of the aircraft it operates and
shall:
Y be approved as part of the air operator certificate
issued by PCAA for the aircraft it operates; and
Y have an Approved Maintenance Organization i.a.w
ANO-145-AWRG
Y ensure that no flight takes place unless:
the aircraft is maintained in an airworthy
condition and;
any operational and emergency equipment
fitted is correctly installed and serviceable or
clearly identified as unserviceable and;
the airworthiness certificate remains valid
and;
the maintenance of the aircraft is performed in
accordance with the approved maintenance
programme.
As an AOC holder the operator is required to comply with

6-2
following minimum Airworthiness control requirements:

Y Maintenance Programme: The operator has
established an approved maintenance / inspection
programme based on the recommendation of the
state of design for each type of aircraft including
engines & components. Every aircraft shall be
maintained in accordance with a maintenance
programme approved by PCAA which shall be
annually reviewed and amended accordingly.
Subsequent amendment if any shall also be
approved by PCAA. The maintenance programme
should contain following information:
b) Maintenance tasks taking into account the
anticipated utilization of the aircraft;
c) When applicable a continuing structural
integrity programme;
d) Procedure for changing or deviating from (a)
and (b) above; and
e) When applicable condition monitoring and
reliability programme description for aircraft
systems components and power plants.
f) Maintenance tasks and the intervals that have
been specified as mandatory in approval of
the type design shall be identified as such in
the Maintenance Programme.
Y The
operator
has
adequate
maintenance
organization to ensure compliance with approved
maintenance programme.
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Y Maintenance Planning: The Operator shall have a

system appropriate to the amount and complexity of
work to plan its maintenance activities and availability
of resources while ensuring that human performance
limitations are considered.
Y Quality Assurance: The Organization shall develop
a system of Quality Assurance to perform annual
audits of its functions and (if applicable) Audits of
contracted maintenance. Quality manager is to
monitor compliance with and the adequacy of
procedures required to ensure airworthy aircraft.
Compliance monitoring shall include a feedback
system to the accountable manager to ensure
corrective action as necessary. Accountable
Manager should hold yearly meeting to review the
overall
performance
findings
of
Non
and
Compliances made by Quality Assurance section.
Y Maintenance Control Manual: The operator shall
provide for the use and guidance of maintenance
and operational personnel concerned a Maintenance
Control Manual (MCM) which shall be approved by
PCAA.

6-3
Y The operator has made adequate arrangements for

complying
with
continuing
airworthiness
requirements.
Y The operator has adequate arrangements for Record
keeping of aircraft Maintenance.
Y The operator has made arrangements for
Maintenance of aircraft by approved Maintenance
organization and appropriately authorized persons.
The operator may perform complete maintenance of
its aircraft if it holds valid organization approval
issued by Director Airworthiness OR may get the
maintenance done through another approved
Maintenance Organization under a Contract.
Y
In case the operator has arrangement for

Maintenance with any other approved maintenance
organization then the operator should ensure that:
There exists an appropriate contract between the
operator and the approved maintenance
organization for maintenance of the aircraft.
All maintenance required is performed and
certified on or before the specified time in service
or due date for each aircraft operated.
The operator's Maintenance Control Manual is
current and available to contracted maintenance
organization.
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The procedures followed by the maintenance

organization are adequate and relevant to the
aircraft operated by the AOC holder.
Monitoring of contracted organization must be
done by the Operator through its surveillance &
Quality Audits including maintenance tasks
performed outstation.
6.2
EASA Part M
SECTION A
SU8PART A
CONTINUING AIRWORTHINESS INFORMATION:
The operator of an aeroplane over 5700 kg maximum

certificated take-off mass shall monitor and assess
maintenance and operational experience with respect to
continuing airworthiness and provide the information as
prescribed by the PCAA and report through the system
acceptable to PCAA.
The operator of an aeroplane over 5700 kg maximum
certificated take-off mass shall obtain and assess continuing
airworthiness information and recommendations available
from the organization responsible for the type design and
shall implement resulting actions considered necessary in
accordance with a procedure acceptable to the PCAA.
GENERAL
M.A.101 Scope
This Section establishes the measures to be taken to ensure that
airworthiness is maintained
including maintenance. It also
specifies the conditions to be met by the persons or organizations
involved in such continuing airworthiness management.
SU8PART 8
ACCOUNTA8ILITY
M.A.201
Responsibilities
(a) The owner is responsible for the continuing airworthiness of an

aircraft and shall ensure that no flight takes place unless:
1. The aircraft is maintained in an airworthy condition
and;
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2. Any operational and emergency equipment fitted is

correctly installed and serviceable or clearly identified as
unserviceable and;
3. The airworthiness certificate remains valid and;
4. the maintenance of the aircraft is performed in
accordance with the approved maintenance program
(b) When the aircraft is leased the responsibilities of the owner are
transferred to the lessee if:
1. The lessee is stipulated on the registration document
or;
2. Detailed in the leasing contract.
(c) Any person or organization performing maintenance shall be
responsible for the tasks performed.
(d) The pilot-in-command or in the case of commercial air
transport the operator shall be responsible for the satisfactory
accomplishment of the pre-flight inspection. This inspection must
be carried out by the pilot or another qualified person but
need not be carried out by an approved maintenance organization
or by Part-66 certifying staff.
(e) In order to satisfy the responsibilities
1. the owner of an aircraft may contract the tasks associated
with continuing airworthiness to a approved continuing
airworthiness management organisation. In this case the
continuing airworthiness management organisation assumes
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responsibility for the proper accomplishment of these tasks.

2. An owner who decides to manage the continuing
airworthiness of the aircraft under its own responsibility
without a contract
may nevertheless make a limited
contract with an approved continuing airworthiness
management organisation for the development of the
maintenance programme and its approval. In that case the
limited contract transfers the responsibility for the
development and approval of the maintenance programme
to the contracted continuing airworthiness management
organisation.
(g) Maintenance of large aircraft aircraft used for commercial air
transport and components thereof shall be carried out by a Part145 approved maintenance organization.
(h) In the case of commercial air transport the operator is
responsible for the continuing airworthiness
of the aircraft it operates and shall:
1. be approved as part of the air operator certificate issued
by the competent authority pursuant to the aircraft it
operates; and
2. be approved in accordance with Part-145 or contract
such an organization; and

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(iv) measures mandated by the competent authority

in immediate reaction to a safety problem;
6. the accomplishment of modifications and repairs
7. for non-mandatory modifications and/or inspections for
all large aircraft or aircraft used for commercial air transport
the establishment of an embodiment policy;
8. maintenance check flights when necessary.
SU8PART C
CONTINUING AIRWORTHINESS
M.A.301 Continuing A irworthiness Tasks
The aircraft continuing airworthiness and the serviceability of
both operational and emergency equipment shall be ensured by:
1. the accomplishment of pre-flight inspections;
2. The rectification of any defect and damage affecting
safe operation taking into account for all large aircraft or
aircraft used for commercial air transport the minimum
equipment
list
and
configuration deviation list as
applicable to the aircraft type;
3.
the
accomplishment of
all
maintenance
in
accordance
with
approved
aircraft maintenance
programme;
4. for all large aircraft or aircraft used for commercial air
transport the analysis of the effectiveness of approved
maintenance programme;
5. the accomplishment of any applicable:
(i) airworthiness directive
(ii)
operational directive with a continuing
airworthiness impact
(iii) continued airworthiness requirement established
by the Agency
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M.A.302 Aircraft Maintenance Programme

(a) Maintenance of each aircraft shall be organised in accordance
with an aircraft maintenance programme.
(b) The aircraft maintenance programme and any subsequent
amendments shall be approved by the competent authority.
(c) When the continuing airworthiness of the aircraft is managed by
an approved continuing airworthiness management organisation
the aircraft maintenance programme and its amendments may be
approved through an indirect approval procedure.
(i) In that case the indirect approval procedure shall be
established by the continuing airworthiness management
organisation as part of the Continuing Airworthiness
Management Exposition and shall be approved by
the competent authority responsible for that continuing
airworthiness management organisation.
(d)
The
aircraft
maintenance
programme
must
establish

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compliance with:
(i) Instructions issued by the competent authority;
(ii) Instructions for continuing airworthiness:
(e) The
aircraft maintenance programme shall
contain
details
including frequency of all maintenance to be carried
out
including any specific tasks linked to the type and the
specificity of operations.
(f) For large aircraft when the maintenance programme is based
on maintenance steering group logic or on condition monitoring
the aircraft maintenance programme shall include a reliability
programme.
(g) The aircraft maintenance programme shall be subject to
periodic reviews and amended accordingly when necessary.
These reviews shall ensure that the programme continues to be
valid in light of the operating experience and instructions from
the competent authority whilst taking into account new and/or
modified maintenance instructions promulgated by the type
certificate and supplementary type certificate holders and any
other organisation that publishes such data
the maintenance action.

(b) The aircraft continuing airworthiness records shall consist of:
1. an aircraft logbook engine logbook(s) or engine
module log cards propeller logbook(s) and log cards
for any service life limited component as appropriate
(c) The aircraft type and registration mark the date together
with total flight time and/or flight cycles and/or landings as
appropriate shall be entered in the aircraft logbooks.
(d) The aircraft continuing airworthiness records shall contain the
current:
1.
status of airworthiness directives and measures
mandated by the competent authority in immediate reaction
to a safety problem;
2. status of modifications and repairs;
3. status of compliance with maintenance programme;
4. status of service life limited components;
5. mass and balance report;
6. list of deferred maintenance.
M.A.305 Aircraft continuing airworthiness record system

(a) At the completion of any maintenance the certificate of
release to service shall be entered in the aircraft continuing
airworthiness records. Each entry shall be made as soon as
practicable but in no case more than 30 days after the day of
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(e) In addition to the authorised release document EASA Form 1

or F A A 8 1 30 - 4 or T C A 2 4 - 00 7 8 the following information
relevant to any component installed (engine propeller engine
module or service life-limited component) shall be entered in the
appropriate engine or propeller logbook engine module or service
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life limited component log card

(h) An owner or operator shall ensure that a system has been
established to keep the following records for the periods specified:
1. all detailed maintenance records in respect of the
aircraft and
any service life-limited component fitted
thereto until such time as the information contained
therein is superseded by new information equivalent in
scope and detail but not less than 36 months after the
aircraft or component has been released to service; and
2. the total time in service (hours calendar time cycles and
landings) of the aircraft and all service life-limited
components at least 12 months after the aircraft or
component has been permanently withdrawn from service;
and
3.the time in service (hours calendar time cycles and
landings) as appropriate since last scheduled maintenance
of the component subjected to a service life limit at least
until the component scheduled maintenance has been
superseded by another scheduled maintenance of
equivalent work scope and detail; and
4. the current status of compliance with maintenance
programme such that compliance with the approved
aircraft maintenance programme can be established at
least until the aircraft or component scheduled maintenance
has been superseded by other scheduled maintenance of
equivalent work scope and detail; and
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5. the current status of airworthiness directives applicable to

the aircraft and components at least 12 months after the
aircraft or component has been permanently withdrawn from
service; and
6. details of current modifications and repairs to the aircraft
engine(s) propeller(s) and any other component vital to
flight safety at least 12 months after they have been
permanently withdrawn from service.
M.A.306 Operator's technical log system
(a) In the case of commercial air transport an operator shall use
an aircraft technical log system containing the following information
for each aircraft:
1. information about each flight necessary to ensure
continued flight safety and;
2. the current aircraft certificate of release to service and;
3. the current maintenance statement giving the aircraft
maintenance status of what scheduled and out of phase
maintenance is next due except that the competent authority
may agree to the maintenance statement being kept
elsewhere and;
4. all outstanding deferred defects rectifications that affect
the operation of the aircraft and;
5. any necessary guidance instructions on maintenance
support arrangements.

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(b) The aircraft technical log system and any

subsequent
amendment shall be approved by the competent authority.
not exercise its activities unless approved by the competent

authority.
(c) An operator shall ensure that the aircraft technical log

retained for 36 months after the date of the last entry.
M.A.604 Maintenance organisation manual
is
SU8PART F
MAINTENANCE ORGANISATION
M.A.601 Scope
This Subpart establishes the requirements to be met by an
for the maintenance of aircraft and components (other than large
Aircrafts used for commercial air transport & components which are
to be maintained by Part-145 approved Maintenance)
M.A.602 Application
An application for issue or change of a maintenance organisation
approval shall be made on a form and in a manner established by
the competent authority.
M.A.603 Extent of approval
(a) The maintenance organisation shall provide a manual containing

at least the following information:
1. a statement signed by the accountable manager to
confirm that the organisation will continuously work in
accordance with Part-M and the manual at all times and;
2. the organisation's scope of work and;
3. the title(s) and name(s) of person(s) and;
responsibility between the person(s) and;
5. a list of certifying staff with their scope of approval and;
6. a list of locations where maintenance is carried out
together with a general descriptions of the facilities and;
7. procedures specifying how the maintenance organisation
ensures compliance with this Part and;
8. the maintenance organisation manual amendment
procedure(s).
(b) The maintenance organisation manual and its amendments shall
be approved by the competent authority.
(c) minor amendments to the manual may be approved through a
procedure
(a) An organisation involved in activities subject to this Subpart shall

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M.A.606 Personnel requirements
qualified in accordance with an officially recognised standard.
(a) The organisation shall appoint an accountable manager who

has corporate
authority for ensuring that all maintenance required by the customer
can be financed and carried out to the standard required by this
Part.
(b) A person or group of persons shall be nominated with the
responsibility of ensuring that the organisation is always in
compliance with this Subpart. Such person(s) shall be ultimately
(c) All such personals shall be able to show relevant knowledge
background and appropriate experience related to aircraft and/or
component maintenance.
SU8 PART G
CONTINUING AIRWORTHINESS MANAGEMENT
ORGANISATION
M.A.701
SCOPE
This Subpart establishes the requirements to be met by an

organisation to qualify for the issue or continuation of an
approval for the management
of
aircraft
continuing
airworthiness.
M.A.702
APPLICATION
(d) The organisation shall have appropriate staff for the normal
expected contracted work. The use of temporarily sub-contracted
staff is permitted in the case of higher than normally expected
contracted work and only for personnel not issuing a certificate of
release to service.
(e) The qualification of all personnel involved in maintenance shall
be demonstrated and recorded.
(f) Personnel who carry out specialised tasks such as welding nondestructive testing/inspection other than colour contrast shall be
6 - 10
An application for issue or change of a continuing airworthiness

management organisation approval shall be made on a form and
in a manner established by the competent authority.
M.A.703
Extent of approval
(a) The approval is indicated on a certificate issued by the

competent authority
(b) for commercial air transport the approval shall be part of the
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air operator certificate issued by the competent authority for the

aircraft operated
(c) The scope of work deemed to constitute the approval shall be
specified
in
the
continuing
airworthiness
management
exposition
M.A.704 Continuing airworthiness management exposition
(a) The continuing airworthiness management organisation shall
provide a continuing airworthiness management exposition
containing the following information:
1. a statement signed by the accountable manager to
confirm that the organisation will work in accordance with
this Part and the exposition at all times and;
2. the organisation's scope of work and;
3. the title(s) and name(s) of person(s)
responsibility between all the person(s)
5. a list of the airworthiness staff
specifying where
applicable the staff authorized to issue permits to fly and;
6. a general description and location of the facilities and;
7.
procedures s p e c i f y i n g
how
the
continuing
airworthiness
management
organisation ensures
compliance with this Part and;
8. the
continuing
airworthiness
management
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exposition
amendment procedures
and;
(b) The continuing airworthiness management exposition and

its amendments shall be approved by the competent authority
M.A.706 Personnel requirements
(a) The organisation shall appoint an accountable manager who
has corporate authority for ensuring that all continuing
airworthiness management activities can be financed and carried
out in accordance with this Part.
(b) For commercial air transport the accountable manager shall
be the person who also has corporate authority for ensuring
that all the operations of the operator can be financed and
carried out to the standard required for the issue of an air
operator's certificate.
(d) For commercial air transport the accountable manager shall
designate a nominated post holder. This person shall be
responsible for the management and supervision of continuing
airworthiness activities
(e) The nominated post holder nominated by the accountable
Manager for the management & supervision on continuing
airworthiness activities shall not be employed by a Part-145
approved organisation under contract to the operator unless
specifically agreed by the competent authority.
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M.A.707 Airworthiness review staff

(a) To be approved to carry out airworthiness reviews and if
applicable to issue permits to fly
approved continuing
an
airworthiness management organisation shall have appropriate
airworthiness review staff to issue airworthiness review certificates
or recommendations and
if applicable to issue a
permit
to fly
1. For all aircraft used in commercial air transport
and aircraft above 2 730 kg MTOM except balloons
these staff shall have acquired:
(a) at least five years' experience in continuing
airworthiness; and
(b) an appropriate license in compliance with Part66 or an aeronautical degree or a national
equivalent; and
(c) formal aeronautical maintenance training; and
(d) a position within the approved organisation with
appropriate responsibilities.
2. For aircraft not used in commercial air transport of 2 730

kg MTOM and below and balloons these staff shall have
acquired:
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(a) at least three years' experience in continuing

airworthiness and
(b) an appropriate license in compliance with Part-66
or an aeronautical degree or a national equivalent;
and
(c) appropriate aeronautical maintenance training;
and
(d) a position within the approved organisation with
appropriate responsibilities;
(b) Airworthiness review staff nominated by the approved
continuing airworthiness organisation can only be issued an
authorisation by the approved continuing
airworthiness
organisation when formally accepted by the competent authority
after satisfactory completion of an airworthiness review under
supervision.
(c) The organisation shall ensure that aircraft airworthiness
review staff can demonstrate
appropriate recent continuing
airworthiness management experience.
(d) Airworthiness review staff shall be identified by listing each
person in the continuing
airworthiness
management
exposition
together
with
their airworthiness review
authorisation reference.
(e) The organisation shall maintain a record of all airworthiness
review staff which shall include details of any appropriate
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qualification held together with a summary of relevant continuing

airworthiness management experience and training and a copy of
the authorisation. This record shall be retained until two years
after the airworthiness review staff have left the organisation
M.A.710 Airworthiness review
(a) To satisfy the requirement for the airworthiness review of an
aircraft a full documented review of the aircraft records shall be
carried out by the approved continuing airworthiness management
organisation in order to be satisfied that:
1. airframe engine and propeller flying hours and associated
flight cycles have been properly recorded; and
2. the flight manual is applicable to the aircraft configuration
and reflects the latest revision status; and
3. all the maintenance due on the aircraft according to the
approved maintenance programme has been carried out;
and
4. all known defects have been corrected or when
applicable carried forward in a controlled manner; and
5. all applicable airworthiness directives have been applied
and properly registered; and
6. all modifications and repairs applied to the aircraft have
been registered
7. all service life limited components installed on the aircraft
are properly identified registered and have not exceeded
their approved service life limit; and
8. all maintenance has been released in accordance with
6 - 13
Annex I (Part-M); and

9. the current mass and balance statement reflects the
configuration of the aircraft and is valid; and
10. the aircraft complies with the latest revision of its type
design approved by the Agency; and
11. if required the aircraft holds a noise certificate
(b) The airworthiness review staff of the approved continuing
airworthiness management organisation shall carry out a physical
survey of the aircraft. For this survey airworthiness review staff not
appropriately qualified to Annex III (Part-66) shall be assisted by
such qualified personnel.
(c) Through the physical survey of the aircraft the airworthiness
review staff shall ensure that:
1. all required markings and placards are properly installed;
and
2. the aircraft complies with its approved flight manual; and
3. the aircraft configuration complies with the approved
documentation; and
4. no evident defect can be found that has not been
addressed; and
5. no inconsistencies can be found between the aircraft and
the documented review of records.
(d) The airworthiness review can be anticipated by a maximum
period of 90 days without loss of continuity of the airworthiness
review pattern to allow the physical review to take place during a
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maintenance check.
(e) The airworthiness review certificate (EASA Form 15b) or the
recommendation for the issue of the airworthiness review certificate
(EASA Form 15a) can only be issued:
1. by airworthiness review staff appropriately authorised on
behalf
of
the
approved
continuing
airworthiness
management organisation or by certifying staff and
2. when satisfied that the airworthiness review has been
completely carried out and that there is no non-compliance
which is known to endanger flight safety.
(f) A copy of any airworthiness review certificate issued or extended
for an aircraft shall be sent to the Member State of Registry of that
aircraft within 10 days.
(g) Airworthiness review tasks shall not be sub-contracted.
(h) Should the outcome of the airworthiness review be inconclusive
the competent authority shall be informed as soon as practicable but
in any case within 72 hours of the organisation identifying the
condition to which the review relates.
M.A.711 Privileges of the organisation
(a) An approved Continuing Airworthiness Management
Organisation may:
1. manage the continuing airworthiness of aircraft except
6 - 14
those involved in commercial air transport as listed on the

approval certificate;
2. manage the continuing airworthiness of commercial air
transport aircraft when listed both on its approval certificate
and on its Air Operator Certificate (AOC);
3. arrange to carry out limited continuing airworthiness tasks
with any contracted organisation working under its quality
system as listed on the approval certificate;
4. extend an airworthiness review certificate that has been
issued by the competent authority or by another approved
continuing airworthiness management organisation
(b) An approved continuing airworthiness management organisation
registered in one of the Member States may additionally be
approved to carry out airworthiness reviews and:
1. issue the related airworthiness review certificate and
extend it in due time and
2. issue a recommendation for the airworthiness review to
the competent authority of the Member State of registry.
(c) A continuing airworthiness management organisation whose
approval includes the privileges may additionally be approved to
issue a permit to fly in accordance for the particular aircraft for which
the organisation is approved to issue the airworthiness review
certificate when the continuing airworthiness management
organisation is attesting conformity with approved flight conditions
subject to an adequate approved procedure in the exposition

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M.A.712 Quality system

(a) To ensure that the approved continuing airworthiness
management organisation continues to meet the requirements of
this Subpart it shall establish a quality system and designate a
quality manager to monitor compliance with and the adequacy
of
procedures
required
to
ensure
airworthy
aircraft.
Compliance monitoring shall include a feedback system to the
accountable manager to ensure corrective action as necessary.
(b) The quality system shall monitor P a r t M S u b p a r t G
A p p r o v e d M a i n t e n a n c e O r g a n i z a t i o n activities. It shall at
least include the following functions:
1.
monitoring
that
all
Part M approved
M a i n t e n a n c e O r g a n i z a t i o n activities
are
being
performed in accordance with the approved procedures
and;
2. monitoring that all contracted maintenance is carried
out in accordance with the contract and;
3.
monitoring the continued compliance with the
requirementss of this Part.
(c) The records of these activities shall be stored for at least two
years.
quality system may be combined with that required by the other

Part.
(e) In case of commercial air transport the M.A. Subpart G Approved
Maintenance Organization quality system shall be an integrated
part of the operator's quality system.
M.A.713 Changes to the approved continuing airworthiness
organisation
In
order to enable the competent authority to determine
continued compliance with this Part the approved continuing
airworthiness management organisation shall notify it of any
proposal to carry out any of the following changes before such
changes take place:
1. the name of the organisation.
2. the location of the organisation.
3. additional locations of the organisation.
4. the accountable manager.
5. any of the persons specified in M.A.706(c) Personal
Requirement
6. the facilities procedures work scope and staff that
could affect the approval. In
the case of proposed
changes in personnel not known to the management
beforehand these changes shall be notified at the earliest
opportunity.
(d) Where the approved continuing airworthiness management

organisation is approved in accordance with another Part the
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M.A.715 Continued validity of approval

SU8PART H
(a) An approval shall be issued for an unlimited duration. It shall
remain valid subject to:
1. the organisation remaining in compliance with this Part
in accordance with the provisions related to the
handling of findings and;
2. the competent authority being granted access to the
organisation to determine continued compliance with this
Part and;
3. the approval not being surrendered or revoked.
M.A.716 Findings
CERTIFICATE OF RELEASE TO SERVICE - CRS

M.A.801 Aircraft certificate of release to service
(a) Except for aircraft released to service by a maintenance
organisation approved in accordance with Annex II (Part-145)
the certificate of release to service shall be issued according to
this Subpart;
(b) A level 2 finding is any non-compliance with the Part-M

requirements which could lower the safety standard and possibly
hazard the flight safety.
(b) No aircraft can be released to service unless a certificate of

release to service is issued at the completion of any maintenance
when satisfied that all maintenance required has been properly
carried out by:
1. appropriate certifying staff on behalf of the maintenance
organisation approved
in
accordance with
Subpart
F(Approved Maintenance Organization for Aircraft of MTOM
2730kg or below) of this Annex (Part M); or
2. by the Pilot-owner
(c) After receipt of notification of findings the holder of the

continuing airworthiness management organisation approval shall
define a corrective action plan and demonstrate corrective action to
the satisfaction of the competent authority within a period agreed
with this authority.
(f) A certificate of release to service shall contain as a minimum:

1. basic details of the maintenance carried out; and
2. the date such maintenance was completed; and
3. the identity of the organisation and/or person issuing the
release to service including:
(a) A level 1 finding is any significant non-compliance with Part-M

requirements which lowers the safety standard and hazards
seriously the flight safety.

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(i) the approval reference of the maintenance

organisation approved in accordance with Section
A Subpart F of this Annex (Part M) and the
certifying staff issuing such a certificate; or
(ii) the identity and if applicable licence number
of the certifying staff issuing such a certificate;
4. the limitations to airworthiness or operations if any.
M.A.802 Component certificate of release to service
(a) A certificate of release to service shall be issued at the
completion of any maintenance carried out on an aircraft
component
(b) The authorised release certificate identified as EASA Form 1
constitutes the component certificate of release to service except
when such maintenance on aircraft
components has been
performedin which case the maintenance is subject to aircraft
release procedures .

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SU8PART I
AIRWORTHINESS REVIEW CERTIFICATE
M.A.901 Aircraft airworthiness review

To ensure the validity of the aircraft airworthiness certificate an
airworthiness review of the aircraft and its continuing airworthiness
records shall be carried out periodically.
(a) An airworthiness review certificate is issued on EASA Form
15a or 15b on completion of a satisfactory airworthiness
review. The airworthiness review certificate is valid one year;

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(b) An aircraft in a controlled environment is an aircraft

(i) continuously managed during the previous 12 months by a
unique continuing airworthiness management organisation
approved in accordance with Section A Subpart G of this
Annex (Part M) and

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(ii) which has been maintained for the previous 12 months by

maintenance organisations approved in accordance with
Section A Subpart F of this Annex (Part M) or with Annex
II (Part 145). This includes maintenance tasks b e i n g
carried out and released to service
(h) Whenever circumstances reveal the existence of a potential
safety threat the competent authority shall carry out the
airworthiness review and issue the airworthiness
revie
w
certificate itself;
requirements of this Part; or

2. the aircraft does not remain in conformity with the type
design approved by the Agency; or
3. the aircraft has been operated beyond the limitations of the
approved flight manual or the airworthiness certificate
without appropriate action being taken; or
4. the aircraft has been involved in an accident or incident
that affects the airworthiness of the aircraft without
subsequent appropriate action to restore airworthiness; or
5. a modification or repair is not in compliance with the

Annex (Part-21)
M.A.902 Validity of the airworthiness review certificate

(a) An airworthiness review certificate becomes invalid if:
(c) Upon surrender or revocation the airworthiness review

certificate shall be returned to the competent authority
1. suspended or revoked; or
2. the airworthiness certificate is suspended or revoked;
or
3. the aircraft is not on the aircraft register of a Member
State; or
4. the type certificate under which the airworthiness
certificate was issued is suspended or revoked.
(b) An aircraft must not fly if the airworthiness certificate is
invalid or if:
1. the continuing airworthiness of
6 - 19
component fitted to the aircraft

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t
t meet the
h
e
a
i
r
c
r
a
f
t
o
r
a
n
y
d
o
e
s
n
o
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Sub Module 7- Applicable National & International Requirements
Sub Module 7
APPLICA8LE NATIONAL &

INTERNATIONAL REQUIREMENTS

7-1

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7.1 Aircraft Maintenance Program
include a reliability programme.

The aircraft maintenance programme shall be subject to
periodic reviews and amended accordingly when necessary.
These reviews shall ensure that the programme continues
to be valid in light of the operating experience and
instructions from the competent authority whilst taking into
account
new and/or modified maintenance instructions
promulgated by the type certificate and supplementary type
certificate holders
Maintenance Program shall comprise of:
o Scheduled Tasks
o Scheduled Tasks shall be performed respecting MPD
at defined threshold & repeat intervals. General
Threshold quoted are:
Calender
life
(Months
years
multiples etc)
Flight cycles (FC)
Flight Hours (FH)
Landings
o Unscheduled Tasks
o Unscheduled tasks are defined as the result from
additional requirements from the Authorities
manufacturers or customer
o Such additional requirements are:
Airworthiness
Directives/Service
Bulletins/AOTs
Continuous
follow
up
of
In accordance with Annex 6 (Operation of Aircraft) Part 1

Chapter 8.3 (Maintenance Programme) Operator shall
provide for the use & guidance of maintenance & operational
personnel a maintenance programme approved by the state
of Registry
Maintenance of each aircraft shall be organised in accordance
with an aircraft maintenance programme.
Maintenance Program used by the organization to maintain
aircraft/aircraft components is developed from Maintenance
Planning Document (MPD) and MPD is provided by the
aircraft type certificate holder/aircraft manufacturer and duly
approved by the authorities
The aircraft maintenance programme and any subsequent
amendments shall be approved by the competent authority
The aircraft maintenance programme must establish
compliance with:
Y instructions issued by the competent authority;
Y instructions for continuing airworthiness
The aircraft maintenance programme shall contain
details
including frequency of all maintenance to be
carried out including any specific tasks linked to the type
and the specificity of operations.
For large aircraft when the maintenance programme is based
on maintenance steering group logic or on condition
monitoring
the
aircraft maintenance programme shall

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acceptable/just deferred defects

Organization
Bulletins/Orders
requiring periodical check or inspection
Maintenance reports
Pilot Reported defects
7.2
Maintenance Checks & Inspections
Maintenance Checks include:

o Line Checks (includes Transit and Layover Checks)
o Routine Checks (includes Check 'A' 'B' 'C')
o Major Checks (includes Check MID - D 'D')

7-3

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7.3
7.4
Master minimum Equipment List

Experiences have shown that with various levels of
redundancy designed into that aircraft proper operation of
every system or installed component may not be necessary
when the remaining serviceable system or serviceable
components can provide an acceptable level of safety
MMEL is developed by the regulatory body of the country of
manufacturer/design of the subject aircraft with participation
of aviation industry expert personals to improve aircraft
utilization and thereby provide more convenient but still safe
and economic air transportation
MMEL contains those items which the regulatory body of the
manufacturer's country finds may be inoperative and yet
maintain an acceptable level of safety under appropriate
conditions and limitations
MMEL does not contain obviously required items such as
wings flaps and rudder
MMEL establishes limitations on the duration of and
conditions for operation with inoperative equipment
7.4.1
Minimum Equipment List
The provision to fly an aircraft even if few of its components

are unserviceable
MEL is prepared by the operator and is based on the MMEL
of respective aircraft

7-4
MEL is more restrictive than MMEL.

In PIA MEL is prepared by Operations Engineering of Flight
Operations Department and is approved by Chief Flight
Inspector Flight Standard Directorate CFI PCAA
For approval the prepared MEL and MMEL is submitted.
The individual operator's MEL when approved and
authorized permits operation of subject aircraft type with
inoperative equipment covered under MEL
MEL must not deviate from Airplane Flight Manual
limitations emergency procedures or with Airworthiness
Directives. All items related to airworthiness and not listed in
MMEL must be operative
MEL is prepared with the objective i.e to permit operation
with inoperative items for a limited period of time until repairs
can be accomplished
MEL is also called ADL i.e Allowable Deficiency List
MEL REPAIR INTERVAL
As the MEL is not intended to provide for continued

operation of an aircraft for an unlimited period of time.
Repairs should be made as soon as possible within the
time limit imposed by Rectification Intervals.
Rectification Intervals (A B C and D) have been
introduced in accordance with definitions of MMEL/MEL
Category A. Items in this category must be repaired
within the interval stated in the operator's approved
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MEL.
Category 8. Items in this category must be repaired within
3 consecutive calendar days (72 hours) excluding the day
the malfunction was recorded in the maintenance record
(logbook).
Category C. Items in this category must be repaired
within 10 consecutive calendar days (240 hours)
excluding the day the malfunction was recorded in the
maintenance record (logbook).
Category D. Items in this category are those which are in
excess of regulatory requirements.
They include items that may be installed deactivated or
removed at the discretion of the operator. They may be
added to the operator's MEL but are not required by the
MMEL or are required only for a given type of operation.
These must be repaired within 45 consecutive calendar
days excluding the day the malfunction was recorded in
the maintenance record (logbook).
Dispatch of the aircraft is not allowed after expiry of the
Rectification Interval specified in the MEL unless the
Rectification Interval is extended in accordance with the
following:
A one time extension of the applicable Rectification Interval
B C or D may be permitted for the same duration as that
specified in the MEL provided:
o A description of specific duties and responsibilities
for controlling extensions is established by the

7-5
7.4.2
7.5
operator and
The Authority is notified within 10 days of any
extension authorized
APROVAL OF OPERATOR MEL
When reviewing the proposed MEL the Airworthiness

Authority will check for the following:
o Nothing is contained in the MEL that is less
restrictive than the MMEL.
o Nothing contradicts the FAA approved Airplane
Flight Manual
o Nothing violates any limitations and conditions
stipulated by ADs issued against the aircraft
o Operations (0) and maintenance (M) procedures
required by the MMEL are adequate
o A defined management control process
for administration of the MEL
Dispatch Deviation List/DDPG
DDPG is published by aircraft manufacturer so as to assist

airline operations and maintenance organizations in
developing the procedures required to operate the aircraft in
various non standard configurations allowed by the Federal
Aviation Authority MMEL and airplane flight manual.

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Configuration Deviation List
During the course of operation certain secondary airframe

or engine parts may be missing from the aircraft. Normally
these will be access doors fairings and non-structural parts.
Absence of these parts does not adversely affect the basic
aircraft handling and performance. As such they are not
considered as airworthiness items
Configuration Deviation List (CDL) is a means of releasing
the aircraft with items missing from aircraft standard design
configuration. Determination of items is done during type
certification itself i.e. they have been flight tested during
certification. The CDL is a part of the Approved Aircraft
Manual.
7.5.2
DDPG consists of five sections :

1) Introduction
2) Master Minimum Equipment List
3) Configuration Deviation List
4) Ferry
5) Miscellaneous
7.5.1
Ferry
It contains information for a ferry flight for repairs to main

base
Revenue operation is not allowed with ferry configuration
DEFERRED MAINTENANCE

7-6

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7.6
Mandatory Aircraft Equipment
It includes:
Y Quick Donning Oxygen Mask
Y Protective Gloves
Y Oxygen Drop down mask release key
Y Life jacket spare
Y Infant life preserver
Y Slide raft
Y Escape rope
Y Demo kit
Y Fire extinguisher (Halon & Water Glycol)
Y Portable oxygen bottle with mask
Y Crash axe
Y Medical kit
Y First aid kit
Y Megaphone
Y Universal precaution kit
Y Emergency locator transmitter (Survival & Impact
type)
Y Protective breathing equipment
Y Flash light holder

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7.7
AIRWORTHINESS DIRECTIVES
The Airworthiness Directive (AD) is the medium for

correction or any condition that causes the product to be
out of conformity to the Approved Design Standards.
An AD identifies the disparity defines its particulars
and establishes limitations for inspection repair or
alteration under which the product may continue to be
operated.
They are issued by the National Aviation Authority from
either the manufacturer's or the airline's country.
Airworthiness Directives effectively alter the original
certification of the product.
Thus for example an AD against a Type Certificated
product becomes a part of the Type Certificate.
The Airworthiness Directives may also be raised due to
change in aviation legislations e.g. mandating of TCAS and
EGPWS.
They are distributed
Y telegraphically to owners and operators
Y Foreign Airworthiness Authorities
Generally the Airworthiness Directive is made up of several
parts:
Y AD title
Y Applicability
Y Required compliance action
Y Effective dates

7-8
Y Compliance time
7.7.1
An AD contains an applicability statement specifying the

product to which it applies.
It applies to the make and model set forth in this
statement regardless of the classification of the product or
category of the Airworthiness Certificate issued for an
aircraft.
I t applies to each product identified in the statement
regardless of whether it has been modified altered or
repaired in the subject areas.
The presence of any alteration or repair does not remove
the product from applicability.
Type Certificate and Airworthiness Certification information
is used to identify the product affected.
Applicability may be defined by specifying serial numbers
or manufacturer's line numbers part numbers or other
identification.
When there is no reference to serial numbers all serial
numbers are affected.
7.7.2
Applicability of ADs
Effective dates
The effective date of the AD or an amendment is be found

in the last sentence of the body of each AD.
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For example "This amendment becomes effective on July

10 1995."
Similarly the revision date for an emergency AD distributed
by telegram or priority mail is the date it was issued.
For example "Priority Letter AD 95-11-09 issued May 25
1995 becomes effective upon receipt."
The "clock" tracking compliance starts with the effective
date.
7.7.3
'Within 50 cycles..." to which cycle refers to the complete

aircraft / components operating cycles.
"Within 12 months after the effective date of this AD..."
No person may operate an affected product after expiration
of the stated compliance time. In some instances an AD
may authorize operation after the compliance date has
passed if a special flight permit is obtained. These are
granted only when the AD specifically permits it.
Compliance time
Compliance with an AD is mandatory.

No person may operate' a product to which an AD
applies except in accordance with the conditions of the
AD.
AD
An airplane that has not had an effective
accomplished within specified limits is out of conformity
and is thus not airworthy.
This is consistent with the definition of airworthiness
discussed before.
Compliance time is stated in various ways. Typical
compliance statements include; "Prior to further flight
inspect..."
"Compliance is required within the next 50 hours time in
service after the effective date of this AD..."
'Within the next 10 landings after the effective date of this
AD... "

7-9

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7.8
SERVICE 8ULLETIN

7 - 10
One way manufacturers communicate with aircraft owners

and operators is through service bulletins and service
notes.
Service bulletins are issued to inform aircraft owners
and technicians of possible design defects modifications
servicing changes or other information that may be useful
in maintaining an aircraft or component.
On occasion service bulletins are made mandatory and
are incorporated into airworthiness directives to correct
an unsafe condition.
Service Bulletin are issued by manufacturers to specify a
change or a modification to their product
Manufacturer's Service Bulletins are normally not related
to airworthiness.
Incorporation of them is therefore not mandatory.
However when a manufacturer's Service Bulletin is
incorporated by reference into the Airworthiness Directive
accomplishment
instructions
the
bulletin
becomes
mandatory.
Thus any change in the details of the bulletin
constitutes alternative means of accomplishment. Changes
therefore must be approved

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7.9
7.10
the operator and designed to increase safety improved

performance meet changes in operating requirements
and/or assure positive and substantial economic savings
Manufacturers Service Information

Manufacturer's Service Information comes in the form of
Service Letters (Boeing) and Service Information Letters
(Airbus)
They are used to provide
Y information related to in-service issues
Y Notification of upcoming changes to production of
aircraft including the availability of a service bulletin
or
a
supplier
service
bulletin
for
fleet
retrofit/modification
Y Trouble shooting suggestions
Y Information related to new or preferred spares
options
Y Information on General issues and policies
Manufacturers Service Information do not in themselves
authorize installation of parts or provide detailed procedures
for modification rework repair or inspection of an aeroplane
They serve as an information source & reference the
appropriate approved change items such as service bulletin
or Engineering drawing
Modifications & Repairs

Modification is an alteration to an aircraft its component
units introduced subsequent to receipt and acceptance by

7 - 11
Engineering Order (EO) etc

Repair and maintenance on aircraft / aircraft components
shall be performed in accordance with aircraft and

component maintenance data provided by the manufacturer
and organisational procedures.
Maintenance data shall be available in workshops and
maintenance areas accessible to concerned personnel.
Once defect has been logged appropriate facilities tools
e.g 8.33 kHz VHF communication modification

Sources of modifications are Type Certificate holders
recommending modifications through Service Bulletins (SB)
Service Letters (SL) Air Operators Telexes (AOT) and a
modification initiated by the Organisation in form of
equipment and maintenance data are then defined and

prepared to perform work in conformity with approved repair
data.
All repairs shall be carried out keeping in view of the
approved scope of work.
For customer aircraft when defect / damage is detected
during maintenance customer / operator shall be informed
through defect report.
Repair shall then be carried out after review of Repair Order
of customer.

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Defects found shall be recorded on appropriate Technical

Logbook / Aircraft Repair Order (ARO) / Work card /
Worksheet by Aircraft Engineer (production) concerned.
Area involved shall be inspected thoroughly for hidden
damage including areas adjacent to obviously damaged
parts.
Structure Repair & Modification group / Aircraft Engineer
(production) concerned shall perform assessment of
structural damage / defect mentioned in the ARO / Work
card /Worksheet in accordance with relevant maintenance
data.
Aircraft Engineer (production) concerned is responsible for
definition of repair solution.
Repair solution is either:
Y Case I: Replacement
damaged parts in
of
accordance with relevant maintenance data
Y Case II: Repair solution already given in relevant
maintenance data hence approved
Y Case III: Repair solution does not exist in the relevant
maintenance data For cases 'I & II' repair solution
defined by AMM / SRM / CMM shall be implemented
as any other maintenance task.
If Repair solution does not exist in relevant Maint. Data
Pertinent information and drawings of damaged area shall
be sent to the Original Equipment Manufacturer (OEM)
alongwith proposed repair solution (if any) and to the
Competent Authority of aircraft registration. Manufacturer (or

7 - 12
7.11
organisation appropriately approved to classify the repair)

and the Competent Authority of aircraft registration shall
classify repair as 'Major' or 'Minor'.
For minor repair solution shall be implemented after
endorsement of manufacturer and approval of the Competent
Authority of aircraft registration.
For the repair solution classified as 'Major' solution shall be
implemented only after obtaining repair design data from the
Type Certificate holder / Part - 21 Approved Organisation
approval from the Competent Authority of Type Certificate
holder and the Competent Authority of aircraft registration.
Maintenance Documentation
The manuals are required as a part of Instructions for
Continued Airworthiness requirement of the Type
Certificates/Supplementary Type
Certificates
of
the
aircraft.
The Instructions
for Continued
Airworthiness will
determine the required number of manuals required but
the broad listing are as follows:
7.11.1
Maintenance Manual
A manufacturer's maintenance manual is the primary

reference tool for the Licensed Aircraft Engineer working on
aircraft. Airframe maintenance manuals generally cover an
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aircraft and all of the equipment installed on it when it is

in service.
Powerplant maintenance manuals on the other hand
cover areas of the engines that are not dealt with in the
airframe manual.
Maintenance manuals provide information on routine
servicing system descriptions and functions handling
procedures and component removal and installation.
In addition these manuals
contain
basic
repair
procedures and troubleshooting
guides for common
malfunctions.
Maintenance information presented in these manuals is
considered acceptable data by the PCAA and may be
approved data for the purpose of major repairs and
alterations
7.11.2
7.11.3
Parts catalogues show the location and part numbers of

items installed on an aircraft.
They contain detailed exploded views of all areas of an
aircraft to assist the technician in locating parts.
Approved parts are controlled here provided it is
current and not superseded by mandatory instructions.
7.11.4
Illustrated Parts Catalogue
OVERHAUL MANUAL
Overhaul manuals contain information on the repair and

rebuilding of components that can be removed from an
aircraft.
These manuals contain multiple illustrations showing
how individual components are assembled as well as list
individual part numbers
Structural Repair Manual
For repair of serious damage structural repair manuals

are used.
These manuals contain detailed information for repair of
an aircraft's primary and secondary structure.
The repairs described in a structural repair manual are
developed by the manufacturer's engineering staff and thus
are usually considered approved data by the PCAA.

7 - 13
7.11.5
WIRING DIAGRAM MANUAL
The majority of aircraft electrical systems and their

components are illustrated in individual wiring manuals.
Wiring manuals contain schematic diagrams to aid in
electrical system troubleshooting.
They also list part numbers and locations of electrical
system components

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7.12
CONTINUING AIRWORTHINESS
All of the processes ensuring that at any time in its
operating life the aircraft complies with the airworthiness
requirements in force and is in a condition for safe operation
7.12.1
A test flight is required in the following cases:

Y Specific Requirements
Aircraft grounded for more than specific
number of days
More than 50% of the power sources changed
(three out of four Engines replaced)
Following a Check D
Flight control surfaces replaced
Wings and central section replaced
Y Major repair subsequent to damage
Y Performance evaluation
Y Quality control requirements
Y PCAA requirements
Y If AME requires
7.12.2

7 - 14
Test Flight
ETOPS
ETOPS is an acronym for Extended range Twin Operations

as re-defined by the US Federal Aviation Administration
(FAA) in 2007.

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This rule allows twin-engined airliners (such as the Airbus

A300 A310 A320 A330 and A350 the Boeing 737 757
767 777 787 the Embraer E-Jets and the ATR 72) to fly
long-distance routes that were previously off-limits to twinengined aircraft.
There are different levels of ETOPS certification each
allowing aircraft to fly on routes that are a certain amount of
single-engine flying time away from the nearest suitable
airport.
For example if an aircraft is certified for 180 minutes it is
permitted to fly any route not more than 180 minutes singleengine flying time to the nearest suitable airport.
ETOPS operation has no direct correlation to water or
distance over water.
It refers to flight times between diversion airfields regardless
as to whether such fields are separated by water or land.
Prior to 2007 FAA defined ETOPS as "Extended Range
Operations with two-engine airplanes" and applied to twins
only.
International Civil Aviation Organization (ICAO) Standard
and Recommended Practice (SARP) applies only to twins
and defines ETOPS as "Extended-range Twin-engine
Operational Performance Standards".
ETOPS applies to twins on routes with diversion time more
than 60 minutes at one engine inoperative speed.
For rules that also cover more than two engines as in the
case of the FAA ETOPS applies on routes with diversion
time more than 180 minutes for airplanes with more than two
engines.

7 - 15
Until the mid-1980s the term EROPS (extended range

operations) was used before being superseded by ETOPS
usage.
In 1997 when Boeing proposed to extend ETOPS authority
for twins to beyond 180 minutes Airbus proposed to replace
ETOPS by a newer system referred to as LROPS or Long
Range Operational Performance Standards which would
affect all civil airliners not just those with a twin-engine
configuration with more than 180 minutes ETOPS.
According to the FAA in 2007 "Several commenters .
recommended use of the acronym "LROPS"-meaning
'Long Range Operations'-for three- and four-engine
ETOPS to avoid confusion particularly for those operations
beyond 180-minutes diversion time. The FAA has decided to
use the single term 'extended operations ' or ETOPS for all
affected operations regardless of the number of engines on
the airplane.
Government-owned aircraft (including military) do not have
to adhere to ETOPS regulations.

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A non-ETOPS flight will be constrained by the shaded 60 min

flight-time circles. A 120 min ETOPS flight-time circles would
permit a direct routing
7.12.3 Maintenance and Dispatch Requirements
In accordance with Rule 27 of Civil Aviation Rules 1994 an

aircraft registered in Pakistan shall not fly unless the aircraft
its engine equipment and radios are maintained as per
maintenance programme approved by the Airworthiness
Directorate of Civil Aviation Authority.

7 - 16
A maintenance release shall be completed and signed by

personnel authorized by the Airworthiness Directorate
certifying that the maintenance work performed has been
completed satisfactorily in accordance with the procedures
described in the maintenance manual and the maintenance
organizations procedures manual.
The authorized person also ensure that the tasks performed
within the time period specified by manufacturer of the
aircraft or within such extended period as may be authorized
by the Airworthiness Directorate.
an aircraft registered in Pakistan must be maintained in
accordance with the certification basis i.e. the aircraft design
standards accepted by DGCAA
All operators of aircraft and helicopters shall develop a
program for monitoring and assessing maintenance and
operational experience with respect to continuing
airworthiness.
The monitoring program / methodology shall be defined in
their company exposition manual. The significant
experiences remedial actions shall be incorporated in the
approved maintenance programme and such experience
shall also be communicated to Type Certificate / Certificate
of Type Approval holder.
Where applicable maintenance programme shall also
include the inspections related to ageing of aircraft such as
Structural Integrity Program and/or ageing of electrical wires.

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Where applicable the aircraft shall be subjected to an

approved reliability programme and ETOPS.
The maintenance shall be carried out by licensed aircraft
maintenance engineers or approved organizations or
persons authorized by the PCAA.
Furthermore the aircraft shall be flown within the limitations
prescribed in the Flight Manual and Operations Manual or
equivalent documents of the aircraft.
All defects which affect safety of the aircraft shall be
investigated and rectified before the aircraft flies. The
permissible defects may be carried forward as per approved
MEL.
In case of any modification the State who has issued
approval to the specific modification shall be responsible for
maintaining the continuing airworthiness and will be declared
as the State of Design for that specific modification. If
required all recommended inspections associated with
modification shall be included in the maintenance
programme.
If the STC has been incorporated on the aircraft or its component

the State who has issued approval to the specific STC shall
be responsible for maintaining the continuing airworthiness
and will be declared as the State of Design for that specific
STC. If required all recommended inspections associated
with STC shall be included in the maintenance program

7 - 17
7.13
All Weather Operations, Category 2/3 operations &

minimum Equipment Requirements
The term All Weather Operations is used to describe
aircraft operations under all runaway visibility conditions
with regards to takeoff landing and taxi.
The special emphasis is on poor visibility conditions.
The regulation covering this is E A S A -AWO (All Weather
Operations).
The EASA-AWO is made of:
o Category 1 (Cat I)
o Category 2 (Cat II)
o Category 3 (Cat III)
o Low Visibility Take off (LV TO)
o Low Visibility Taxi (LV TAXI)
The objective of Cat II/Cat III operations is to provide a level
of safety when landing in conditions of low visibility
conditions equivalent to that in normal operating conditions
o
o
Cat I refers to good visibility (normal operating

conditions).
Cat II/Cat III constitutes the main part of All Weather
Operations (AWO)
7.13.1 DECISION HEIGHT

To understand the concept of Cat II/Cat III operations it is important
to understand the concept of DH.
DH is the wheel height above the runway elevation by which a goFor Training Purpose Only
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around must be initiated unless adequate visual reference has been

established & the aircraft position and approach path has been
assessed satisfactory to continue the approach & landing in safety
DH is measured by means of Radio Altimeter
7.13.3 CATEGORY II (CAT II)

7.13.2 RUNWAY VISUAL RANGE
Another term encountered is the Runway Visual Range

(RVR).
It is the range over which the pilot of an aircraft on the center line of
the runway can see the runway center markings or the lines
delineating the runway or identifying the center line

7 - 18
Category II approach is a precision approach & landing with

decision height lower than 60 m (200 ft) but not less than
30m (100ft) & an RVR of not less than 350 m (1200 ft)
The main objective of Cat II operations is to provide a level
of safety equivalent to other operations but in more adverse
weather conditions & lower visibility
Cat II weather minima allow sufficient visual references at
DH to permit a manual landing or a missed approach to be
executed

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7.13.4 CATEGORY III (CAT III)
Main difference between CAT II/ CAT III operations is that

CAT II provides sufficient visual reference to permit a
manual landing at DH whereas CAT III does not provide
sufficient visual reference & requires an automatic landing
system
CAT III is divided into three subsystems:
o CAT IIIA
o CAT IIIB
o CAT IIIC
All these three subsystems are associated with three minima
levels. Cat IIIA is associated with highest minima and Cat
IIIC associated with lowest minima
An automatic landing system is mandatory to perform Cat III
operations. Its reliability must be sufficient to control the
aircraft to touchdown in Cat IIIA operations & through rollout
and taxi phase in Cat IIIB operations

7 - 19
Cat IIIA
A category III A approach is a precision instrument

approach and landing with no decision height or a decision
height lower than 100ft (30m) and a runway visual range
not less than 700 ft (200 m)
Cat III8
A category III B approach is a precision approach and

landing with no decision height or a decision height lower
than 50ft (15m) and a runway visual range less than 700ft
(200m) but not less than 150ft (50m).
Cat IIIC
A category III C approach is a precision approach and

landing with no decision height and no runway visual
range limitation. CAT III C operations are not currently
authorized by Airworthiness Authorities

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7.14 PERFORMANCE 8ASED NAVIGATION (P8N)
The Performance 8ased Navigation (PBN) concept

specifies RNAV (Area navigation) and RNP (Required
Navigation performance) system performance requirements
in terms of accuracy integrity availability continuity and
functionally needed for proposed operations in the context of
a particular Airspace concept when supported by the
appropriate navigation infrastructure.
PBN concept represents a shift from sensor-based to

performance-based navigation.
Before going into the details certain basic terminologies

need to be understood
Visual Flight Rules (VFR) is often used for sight-seeing

flights aerial photography or lift services for parachute
jumping. Pilots flying under VFR are not permitted to fly
through clouds. Many non-commercial private recreational
aircraft also operate under VFR whenever the sky is clear.
Under VFR the pilot is primarily responsible for navigation
obstacle clearance and maintaining separation from other
aircraft using the see-and-avoid concept.
Instrument
Flight
Rules
(IFR)
are
regulations
and
procedures for flying aircraft by referring only to the aircraft

instrument panel for navigation even if nothing can be seen
outside the cockpit windows. An IFR-rated pilot can fly while
looking only at the instrument panel. An IFR-rated pilot can
also be authorized to fly through clouds using Air Traffic
7 - 20
Control procedures designed to maintain separation from

other aircraft. Most scheduled airline flights operate under
IFR.
Separation (or Protection) The most important concept of

IFR flying is that separation is maintained regardless of
weather conditions. In controlled airspace Air Traffic Control
(ATC) separates IFR aircraft from obstacles and other
aircraft using a flight clearance based on route time
distance speed and altitude. ATC monitors IFR flights on
radar or through aircraft position reports in areas where
radar coverage is not available. Aircraft position reports are
sent as voice radio transmissions. Aircraft position reports
are not necessary if ATC reports that the aircraft is in radar
contact. In the United States a flight operating under IFR is
required to provide position reports unless ATC advises a
pilot that the plane is in radar contact. The pilot must resume
position reports after ATC advises that radar contact has
been lost or that radar services are terminated.
Navigation Under IFR the primary means of navigation are

either via radio beacons on the ground such as VORs and
NDBs or GPS. In areas of radar coverage ATC may also
assign headings to IFR aircraft also known as radar vectors.
Radar vectors are one of several methods which ATC uses
to provide separation between aircraft for landing especially
in busy traffic environments; in less congested airspace
aircraft are increasingly responsible for their own traffic
awareness and collision avoidance. Modern Flight
Management Systems have evolved sufficiently to allow a
crew to plan a flight not only as to route and altitude but to

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specific time of arrival at specific locations. This capability is

used in several trial projects experimenting with four
dimensional approach clearances for commercial aircraft
with time as the fourth dimension. These clearances allow
ATC to optimize the arrival of aircraft at major airports which
increases airport capacity and uses less fuel providing
monetary and environmental benefits to airlines and the
public at large respectively.
Required Navigation Performance (RNP) and Area

Navigation (RNAV) are two aircraft navigation specifications
for Instrument Flight Rules (IFR) flight of Performance-based
Navigation (PBN). RNP and RNAV systems are
fundamentally similar. The key difference between them is
the requirement for on-board performance monitoring and
alerting. A navigation specification that includes a
requirement for on-board navigation performance monitoring
and alerting is referred to as an RNP specification. The one
not having such a requirement is referred to as an RNAV
specification.
Area Navigation (RNAV) is a method of Instrument Flight
Rules (IFR) navigation that allows an aircraft to choose any
course within a network of navigation beacons rather than
navigating directly to and from the beacons. This can
conserve flight distance reduce congestion and allow flights
into airports without beacons. RNAV can be defined as a
method of navigation that permits aircraft operation on any
desired course within the coverage of station-referenced
navigation signals or within the limits of a self contained
system capability or a combination of these.

7 - 21
RNAV specifications include requirements for certain

navigation functions.
These functional requirements include:
Y Continuous indication of aircraft position relative to
track to be displayed to the pilot flying on a
navigation display situated in his primary field of
view;
Y Display of distance and bearing to the active TO
waypoint;
Y Display of ground speed or time to the active TO
waypoint;
Y Navigation data storage function; and
Y Appropriate failure indication of the RNAV system
including its sensors.
RNAV operations are based on the use of RNAV equipment
which automatically determines the aircraft position in the
horizontal plane using input from one or a combination of the
following type of position sensors together with the means
to establish and follow a desired path.
Y VOR / DME
Y DME /DME
Y INS or IRS
Y GNSS
An RNP system utilizes its navigation sensors system

architecture and modes of operation to satisfy the RNP
navigation specification requirements.
It must perform the integrity and reasonableness checks of

the sensors and data and may provide a means to deselect
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specific types of navigation aids to prevent reversion to an

inadequate sensor.
Dual system/sensor installations may also be required
depending on the intended operation or need.
An RNAV system capable of achieving the performance
requirements of an RNP specification is referred to as an
RNP system.
Because specific performance requirements are defined for
each navigation specification an aircraft approved for a RNP
specification is not automatically approved for all RNAV
specifications.
Similarly an aircraft approved for an RNP or RNAV
specification having stringent accuracy requirements is not
automatically approved for a navigation specification having
a less stringent accuracy requirement.
The current specific requirements of an RNP system include:
Capability to follow a desired ground track with
reliability repeatability and predictability including
curved paths; and
Where vertical profiles are included for vertical
guidance use of vertical angles or specific altitude
constraints to define a desired vertical path.
The performance monitoring and alerting capabilities may be

provided in different forms depending on the system
installation architecture and configurations including:
Display and indication of both the required and the
estimated navigation system performance;
Monitoring of the system performance and alerting

7 - 22
the crew when RNP requirements are not met; and

Cross track deviation displays scaled to RNP in
conjunction with separate monitoring and alerting for
navigation integrity.
7.15
REDUCED VERTICAL SEPERATION MINIMUM

Reduced Vertical Separation Minima or Minimum (RVSM) is an
aviation term used to describe the reduction of the standard
vertical separation required between aircraft flying at levels
between FL290 (29 000 ft.) and FL410 (41 000 ft.) from 2 000 feet
to 1 000 feet (or between 8 900 metres and 12 500 metres from
600 metres to 300 metres in China).
This therefore increases the number of aircraft that can safely fly in
a particular volume of airspace.
Historically standard vertical separation was 1 000 feet from the
surface to FL290 2 000 feet from FL290 to FL410 and 4 000 feet
above this.
This was because the accuracy of the pressure altimeter (used to
determine altitude) decreases with height. Over time Air data
computers (ADCs) combined with altimeters have become more
accurate and autopilots more adept at maintaining a set level
therefore it became apparent that for many modern aircraft the
2 000 feet separation was too cautious.
It was therefore proposed by ICAO that this be reduced to 1 000
feet.
Between 1997 and 2005 RVSM was implemented in all of Europe
North Africa Southeast Asia and North America South America
and over the North Atlantic South Atlantic and Pacific Oceans.
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The North Atlantic implemented initially in March 1997 at flight

levels 330 through 370.
The entire western hemisphere implemented RVSM FL290-FL410
on January 20 2005. Africa implemented it on September 25
2008.
Only aircraft with specially certified altimeters and autopilots may
fly in RVSM airspace otherwise the aircraft must fly lower or
higher than the airspace or seek special exemption from the
requirements.
Additionally aircraft operators (airlines or corporate operators)
must receive specific approval from the aircraft's state of registry in
order to conduct operations in RVSM airspace.
Non RVSM approved aircraft may transit through RVSM airspace
provided they are given continuous climb throughout the
designated airspace and 2 000ft vertical separation is provided at
all times between the non-RVSM flight and all others for the
duration of the climb/descent.
Critics of the change are concerned that by reducing the space
7.16 Safety Management System
between aircraft RVSM may increase the number of mid-air

collisions and conflicts.
In the ten years since RVSM was first implemented not one collision has
been attributed to RVSM

7 - 23
In recent years a great deal of effort has been devoted to

understanding how accidents happen in aviation and other
industries.
As a result of extensive research it has been proved that
most accidents result from human error.
Studies have further confirmed that these human errors are
not purely indicative of carelessness or incompetence on the
job.
Investigators are finding that the human is only the last link
in a chain that leads to an accident.
We will not prevent accidents by changing people; we will
only prevent accidents when we address the underlying
causal factors.
In the 1990's the term 'organizational accident' was coined
because most of the links in an accident chain are under the
control of the organization.
Since the greatest threats to aviation safety originate in
organizational issues making the system safer will require
action by the organization.
Aviation safety experts and Regulatory Authorities worldwide
have accepted and endorsed the conclusion that the most
efficient way to enhance aviation safety is to adopt a
systematic approach to manage safety.
The basic safety process is accomplished in five steps:

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A safety issue or concern is raised a hazard is

identified or an incident or accident happens
The concern or event is reported or brought to the
attention of management;
The event hazard or issue is analyzed to determine
its causes or sources;
Corrective action control or mitigation is developed
and implemented; and
The corrective action is evaluated to make sure it is
effective. If the safety issue is resolved the action
can be documented and the safety enhancement

maintained. If the problem or issue is not resolved it
should be re-analyzed until it is resolved.
Safety is defined by ICAO as a state in which the risk of
harm to persons or property damage is reduced to and
maintained at or below an acceptable level through a
continuing process of hazard identification and risk
management.
A Safety Management System is a systematic approach to
managing safety including the necessary organizational
structures accountabilities policies and procedures.
A Safety Management System concerns itself with
organizational safety and defines how the Airline intends the
management of air safety to be conducted as an integral part
of the company's business management activities.
o
o
o
o
o

7 - 24
In common with all management systems a safety

management system provides for goal setting planning and
measuring performance.
A Safety Management System is woven into the fabric of the
organization. It becomes part of the culture; the way people
do their jobs.
Notwithstanding the Regulatory aspect aviation experts
agree that implementation of an SMS by an Airline is
justifiable as it also makes good business sense from the
viewpoint of cost/benefit analysis.
Aviation can never be entirely risk free.
While risk can never be completely eliminated it must be
reduced to as low a level as is reasonably practicable to
ensure maximum safety and operational efficiency.
The primary requirement for a Safety Management System
(SMS) is to establish a management system that has the
necessary processes and procedures in place such that
operational safety is maintained at this acceptable level (risk
management) and specified operational results are always
achieved (quality management).
Unlike traditional methods which typically identify safety
deficiencies after undesired events safety management
systems proactively identify and reduce causative hazards
and their associated risks.

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7.17
State Safety Program

ICAO Standards place a responsibility on ICAO contracting
States to have a State Safety Programme (SSP).
The programme is an integrated set of Regulations and
activities aimed at improving safety.
An SSP is a management system for the management of
safety by the State.
The implementation of an SSP must be commensurate with
the size and complexity of the State's aviation system and
may require coordination among multiple authorities
responsible for individual elements of civil aviation functions
in the State.
There are four components of an SSP which represent the
two core operational activities an SSP must undertake as
well as the organizational arrangements that are necessary
to support such core operational activities.
The four components of an SSP are:
State safety policy and objectives;
State safety risk management;
State safety assurance; and
State safety promotion.
Since Pakistan Civil Aviation Authority (PCAA) has
regulatory responsibilities for aviation safety we need to
examine our legislations policies and processes from the
view point of SSP.

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Although it may have been assumed that all is in order the

SSP may still reveal issues that should be resolved to
improve the way in which aviation safety is managed in
Pakistan.
The SSP is based on comprehensive analyses of the State's
aviation system; state safety policies (based on hazard
identification) and safety risk management.
Also safety oversight is focused on the areas of significant
safety concerns or higher safety risks.
Thus SSP provides the means to combine prescriptive and
performance-based approaches to safety rulemaking policy
development and oversight by Pakistan.

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Sub Module 8- National Regulations & Publications
Sub Module B
NATIONAL REGULATIONS AND

PU8LICATIONS

8-1

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8.1
Pakistan National Aviation Policy

2) Open skies policy
(Reference Ministry of Defence Letter # AT-10 (11) / 2000 dated

December 18 2004 and Pakistan Civil Aviation Authority
Airworthiness Directorate policy letter # 69 (Rev-1) HQ
CAA/22634/31/AW dated January 05 2005)
1) Objectives of the policy
To ensure safe and efficient civil aviation operations in the

country facilitate operations in the domestic market of the
safest standards in conformity with ICAO standards by an
optimum number of airlines to encourage competition
without dissipating the market. For international operations
the conditions will be provided to allow fair and reasonable
competition to the Pakistan carriers with sufficient
encouragement to the foreign airlines to continue to serve
Pakistan in the most efficient manner and in largest number
possible
To contain predatory pricing and unfair competition both
internationally and domestically through a system of filling of
tariffs and compliance thereof.
To improve terminal facilities and remove bottlenecks for
passengers making Pakistani airports passenger friendly.
To promote and encourage tourism in Pakistan by
integration of the tourism policy with the aviation policy.

8-2
Unlimited Open Skies Policy may not be adopted for the

present.
However selective Open Skies Policy may be implemented
by having agreements on the principle of reciprocity and
bilateralism with maximum number of countries.
3) Airline license
The airline licenses may be issued strictly in accordance with

the provisions of Civil Aviation Authority Rules.
4) Conditions for operations by airlines
Minimum fleet requirement will be at least three aircrafts to

avoid in convenience to the traveling public.
Pakistani airlines will be permitted to induct aircraft on wet or
dry lease subject
to conditions laid down by
Government/CAA
Fleet registration in Pakistan will be mandatory for Pakistani
airlines. Within one year of implementation of policy at least
one aircraft must be registered in Pakistan. -- The
restrictions on age and origin of aircraft inducted by private
airlines to be as follows:
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In case of Eastern origin/ Russian aircraft maximum age at

the time of induction 15 years and airworthiness criteria
specified by PCAA. In case of Western/European aircraft no
age limit. However Airworthiness would be the criteria.
6) International operations
5) Domestic operations
PIA and private sector airlines will continue to freely operate

on domestic routes.
Eight destinations i.e. Chitral Gilgit Skardu Gwadar
Panjgur Turbat Pasniand Jiwani may continue to be treated
as socio economic routes and the fares may be deregulated.
Private airlines must service the following domestic routes as
a minimum:
Y Minimum of two trunk routes one of which should include
Peshawar Quetta Multan or Faisalabad.
Y Minimum of 2 frequencies per week on one socio
economic or one tertiary route.
In case of their inability to service socio economic or tertiary
routes private airlines to pay a royalty to PIA @ Rs. 500 000
per month.

8-3
PIA may continue to operate on all routes presently being

operated by it -- Private sector airlines along with PIA should
also be eligible to operate to countries where open skies or
multiple designations of airlines are available.
Where PIA is not operating to its full entitlement the surplus
capacity of PIA on these routes may be given to private
airlines.
While finalizing new ASAs Pakistan should opt for multiple
designations of airlines particularly for cargo and charter
services.
Under the ASA's where ever PIA has no plans to operate
private sector airlines if they so desire may be designated
to operate on such routes and PIA's designation may be
withdrawn.
Operation by private carriers on the international routes
should be linked with their continued operation on domestic
routes for at least one year and meeting all mandatory
conditions of domestic operations to justify acquisition of
international route.
5th freedom rights are to be granted strictly on the basis of
reciprocity ensuring balancing of rights in terms of market
value and that the commercial interests of Pakistan are not
compromised. Selective concessions may be made for
quality airlines.

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7) Government taxes & duties
For levy of Government duties & taxes on import of aircraft

and spares both PIA and private airlines would be treated at
par.
On import of aircraft engines and spares a uniform duty of
10% would be levied. The airline may pay 5% as down
payment and the remaining 5% in two years in installments.
Used aircraft engines/spares are allowed to be imported on
the duty to be 10 % of the value of the item.
The ramp area at airports is declared as duty free area /
zone.
Note: Government taxes and duties are subject to reviews
by Central Board of Revenue through SRO"s. Current SRO's
may be referred pm website www.cbr.gov.pk Finance
Division to be consulted.
9) International cargo services
Pakistan should continue to allow open skies policy for foreign

airlines while simultaneously trying to convert the unilateral policy
into bilateral open skies with major destinations of the world.
Private sector will be encouraged to establish all cargo airlines
including charter in future.
10) International charter operations
No restrictions may be placed on international charter services.
11) PCAA aeronautical charges
The PCAA aeronautical charges for domestic and international

operations should be reviewed from time to time in consultation
with users.
8) Opening up of northern gateways of pakistan to foriegn airlines

12) Constructions of airports
Northern gateways will remain open without compromising foreign

airlines frequencies to the Southern gateways.
Additional frequencies to Lahore airport will be granted upon
completion of the new terminal facilities.
Grant of access will be permitted to quality carriers on basis of
reciprocity available capacity and terminal handling facilities.

8-4
New airports will be constructed on Built Operate and Transfer

(BOT) basis unless otherwise specified by the Government of
Pakistan.
Private sector participation in the construction of airports may be
encouraged.

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13) Monitoring & implementation of aviation policy
The aviation policy will be implemented by DG CAA.

Review and monitoring of the policy will be carried out by the
Ministry of Defense.
8.2
Civil Aviation Rules of 1994

8.2.1
Making of rules start from different departments of PCAA

where PCAA officers and legal experts taking into
consideration ICAO Annexes and rules from other regulatory
bodies and making them compatible with our environment
form a report and sends it to the National Assembly through
the Ministry of defense where it is recommended and send
to the Senate for approval.
After getting approval from the Parliament it is signed by the

President of Pakistan and it becomes a LAW
14) Market clean up board
In order to regulate tariffs a market clean-up board will be

established by the PCAA with one representative each from
PIAC AOC private airlines and travel agents.
The board to meet as required reviewing the tariffs filed by
airlines. Investigate complaints and impose penalties on
violators.
15) Addendum
8.2.2
Airworthiness Criteria for Cargo Aircraft. The following shall

be counted toward "Airworthiness Criteria" of an aircraft at
the time of its induction by cargo operators:
The Aircraft shall not exceed:
Y
75% of designed calendar life at the time of induction
of aircraft and
Y
75% of ultimate designed calendar life at the time of
induction of aircraft.

8-5
How Rules are Made
Civil Aviation Rules
These rules may be called the Civil Aviation Rules 1994.

Civil Aviation Rules are part of Gazette of Pakistan a
statutory notification issued by the order of the President of
Pakistan.
Currently issued on 3rd October 1994.
This is the master document and through ANOs AWNOTs
Policy letters on this master document all concerned with
the many areas which make up the Civil Aviation industry as
a whole come under its powers
These rules shall come into force at once.

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Part 17
Part 18
Part 19
These rules shall apply to flight operations within

Pakistan by aircrafts other than military aircrafts and
except where otherwise prescribed to flight operations by
aircrafts registered acquired or operating under these rules
wherever they may be.
8.2.3
Part 20
Part 21
Unlawful interference
Penal provisions and prosecutions
Withholding suspension and cancellations of
licences and certificates
Fares freights timetable and statistical returns
miscellaneous
Index of Rules
Delegation of Powers by DGCAA
There are currently 378 rules under CAR 1994.

Amendments are issued from time to time.
These rules are divided into 21 parts which are further
divided into sections and sections have further rules.
Part 1
Preliminary
Part 2
Administration
Part 3
Registration and Marking of Aircraft
Part 4
Airworthiness of Aircraft
Part 5
Personnel licenses
Part 6
Flying training
Part 7
Personal Flying Books
Part 8
Aerodrome facilities and services
Part 9
Conduct of Persons on board an aircraft
Part 10 Rules of the air
Part 11 Licenses and certification of commercial air
operations
Part 12 Commercial flight operations
Part 13 Aircraft requirements
Part 14 Private aircraft operations
Part 15 Accidents and incidents
Part 16 Transport of dangerous goods by air

8-6
Rule 5 of Part 2 Administration says that

The Federal Government or the Authority or the Director-General
may by order in writing direct that any power or function conferred
upon or entrusted to it under these rules shall in such
circumstances and under such conditions if any as may be
specified in the direction be exercised or performed by :
(a) any officer or authority subordinate to it or him or
(b) any other person
Some of the rules present in following parts are of great interest to
Aircraft Maintenance Engineers and Aircraft Maintenance
Technician:
Part II
Part III
Part IV
Part V
Administration
Registration and Marking of Aircraft
Airworthiness Requirements
Personnel Licenses Section 2 ( Rule 51)

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Part XI
Operations
Part XIII
Part XV
Part XXI
Licensing and certification of Commercial Air

Section 3
Aircraft Requirements
Section 2
Accidents and Incidents
Section 1 & 2
Miscellaneous
(Rule 378)
c)
d)
Part II Administration
4. Duties and Powers of the Director General.1. The Director General shall subject to the directions of
the Federal Government be charged with the
administration of these rules and shall exercise and
perform all the powers and functions conferred on the
Director-General by these rules.
2. Without prejudice to the generality of sub rule (1) for the
purpose of exercising his powers or implementing
these rules the Director-General may:
a) at all reasonable times enter any place to which
access is necessary;
b) at all times during working hours enter that
portion of any factory or place in which aircraft
or parts of aircraft or aero engines or parts of
aero engines
are being manufactured
overhauled repaired or assembled and inspect
any such factory or place aircraft aero engine
8-7
e)
f)
g)
h)
or parts or documents relating thereto;

at any time inspect any aircraft which is required
by these rules to be certified as airworthy or in
respect of which a certificate of Airworthiness is
in force;
enter inspect and search any aircraft registered
in Pakistan or in a contracting State for the
purpose of securing compliance with any of
these rules;
at any time conduct or direct such examination
or test of the holder of a Licence as may be
considered necessary to establish the continued
medical fitness or the proficiency of the Licence
holder in the capacity authorized by the Licence;
require the production of any document Licence
permit or log book related to the operation of an
aircraft if in the opinion of the Director-General
or the authorized person it is necessary for the
purpose of inspecting the same;
subject to the provisions of rule 236 board any
aircraft registered in Pakistan prior to its
departure if his purpose is a flight inspection of
the operation of that aircraft or of the
performance of its crew ; and
the Director General may with the approval of
the Federal government issue Operating
Regulations to meet the requirements of the

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International
Civil
Aviation
Organization
Standards
Recommended
Practices
and
Procedures.
3. rever the Director-General is empowered or required
under these rules to issue any direction or to give any
permission approval or authority he may unless the
contrary intention appears in the rule conferring the
power or function or imposing the obligation or duty
issue the direction or give the permission approval or
authority by writing under his hand or by inclusion in Air
Navigation Orders or Airworthiness Notices or air safety
circulars and at any time that he deems it necessary to
publish information relating to conditions or requirements
under these rules he may do so by including such
information in the Aeronautical Information Publication
or in NOTAMS or in aeronautical information circulars
or in airworthiness notices or air safety circulars or in
Civil Aviation Authority Publications or by writing under
his own hand as he considers appropriate.
4. Director-General shall maintain close liaison with the
Pakistan Air Force in matters of common interest.
5. Delegation of Powers.-
General may by order in writing direct that any power or function

conferred upon or entrusted to it under these rules shall in
such circumstances and under such conditions if any as may
be specified in the direction be exercised or performed by :
(a) any officer or authority subordinate to it or him or
(b) any other person.
Part III Registration and Marking of Aircraft

6. Pakistan Aircraft Register.
(1) The Director-General shall maintain a register of aircraft
which shall be called the Pakistan Aircraft Register and which
shall be kept in such form as the Director-General may
determine.
(2) The Pakistan Aircraft Register shall be made available for
inspection at such times and subject to such conditions as the
Director-General may specify.
7. Unregistered aircraft not to fly.
An aircraft other than a military aircraft shall not fly in Pakistan
unless it has been included in the Pakistan Aircraft Register or
has been registered in a contracting State.
The Federal Government or the Authority or the Director-

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8. Application for registration of an aircraft.
within fourteen days of the change.
(1) An application for the inclusion of an aircraft in the Pakistan

Aircraft Register and for the issue of a certificate of registration
shall contain:
(a)
the name of the manufacturer;
(b)
the manufacturer's designation of the aircraft;
(c)
the serial number of the aircraft;
(4) Any transfer of ownership of an aircraft registered in

Pakistan shall be notified to the Director-General by the person
or persons acquiring ownership within fourteen days of the
transfer.
(d)
name and
of all persons or
addresses
organizations who have a legal interest as owners of the
aircraft;
(e)
if the aircraft is the subject of a hire purchase or
leasing agreement the name and address of the person or
persons or organization purchasing or leasing the aircraft;
and
(f)
a declaration as to the truth of the statement set out
in the application.
(2) An
the
application
made
by
two
or
more
persons
or
organizations who hold joint interest as owner hire purchasers
or lessor of the aircraft shall in the application nominate one of
them as the person or organization to whom the certificate of
registration may be issued.
(3) The holder of the certificate of registration of an aircraft

registered in Pakistan shall notify the Director-General of any
8-9
(5)
Any person or
acquiring an interest in an aircraft
persons
registered in Pakistan under a hire purchase or leasing
agreement shall notify the Director-General within fourteen
days of such acquisition.
(6)A certificate of registration of an aircraft shall be returned to
the Director-General by the holder when notifying a change in
the registration particulars or when the holder ceases to have
an interest in the aircraft.
(7)On receipt of an application for registration of an aircraft or
notification of a change in the particulars given in an application
for registration of an aircraft the Director-General shall when
he is satisfied of the accuracy of the information given in the
application or notification enter the relevant details in the
Pakistan Aircraft Register and issue a certificate of registration
to the owner of the aircraft or to the person nominated in the
change in the particulars
for registration
given in the application
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application or notification certificate may be issued.

8 - 10
as the person to whom
such a

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(8)
No registered aircraft whether its certificate of

registration is in force or not shall be leased outside
Pakistan nor shall there be any change partial or
otherwise in the ownership possession or use of the
aircraft otherwise transferred to any person company
or corporation without the prior permission in writing
of the Director-General.
may cancel the registration and the holder shall

surrender such certificate to the Director-General.
12. Aircraft to carry certificate of registration.

The certificate of registration issued by the DirectorGeneral in respect of an aircraft registered in
Pakistan shall be carried in that aircraft at all times.
10. Cancellation of registration.

(1)
(2)
(3)
The person or persons or organization named in

Pakistan Aircraft Register as the owner or owners of
that aircraft shall inform the Director-General:
(a)
if the aircraft suffers destruction;
(b)
if it is permanently withdrawn from use; or
(c)
if it is transferred to the aircraft register of
another State.
In each case the certificate of registration shall be
deemed to be cancelled and if it is in the possession
of the owner or owners it shall be forwarded to the
Director-General.
The holder of a certificate of registration in respect of
a registered aircraft may at any time apply to the
Director-General for the cancellation of the
registration of the aircraft and the Director-General

8 - 10
13. Nationality and registration marks.

(1)
(2)
Pakistan
(3)
(4)
The nationality mark of an aircraft registered in

Pakistan shall be the letters "AP".
The registration mark of an aircraft registered in
shall be the group of three letters assigned to the
aircraft and included in its certificate of registration.
The nationality and registration marks allocated to an
aircraft shall be painted on its structure or affixed by
any other means giving a similar degree of
permanence and shall be clean and visible at all
times.
An aircraft registered in Pakistan shall carry an
identification plate inscribed with its nationality and
registration marks. The plate shall be made of

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fireproof material and shall be secured to the aircraft

in a prominent position near the main entrance.
Part IV Airworthiness Requirements
16. Aircraft to have a Certificate of Airworthiness.An aircraft registered in Pakistan shall not fly unless
there is relating to that aircraft a current certificate of
Airworthiness issued or validated by the Director
General except that:
(a)
(b)
an aircraft that has previously been given a certificate

of Airworthiness may fly subject to approval by the
Director-General for the purpose of qualifying the
aircraft for the re-issue of the certificate or if the
aircraft has suffered damage to position the aircraft
at an aerodrome at which the repairs necessary to
restore it to an airworthy condition can be carried out
provided that in each case it has been certified as fit
to fly by a person authorized to do so under these
rules and it does not carry passengers or cargo or
any persons other than those required to perform
duties in the aircraft related to qualifying it for the reissue of the certificate of Airworthiness or to
positioning it at another aerodrome;
an aircraft that has been constructed in Pakistan may
fly subject to the issue of a permit to fly by the

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(c)
Director- General for the purpose of qualifying the

aircraft for the issue of a certificate of Airworthiness
provided that it has been certified as fit to fly by a
person duly authorized by the Director-General and it
does not carry passengers or cargo or any persons
other than those related to qualifying it for the issue
of a certificate of Airworthiness; and
Where an aircraft is to be exported from Pakistan the
Director-General may issue an export certificate of
Airworthiness in such form as he may prescribe in
the circumstances of the case in respect of the
aircraft. An export certificate of Airworthiness is not a
certificate of Airworthiness for the purpose of these
rules.
17. Foreign aircraft to have a certificate of Airworthiness.

An aircraft registered in a State other than Pakistan
shall not fly within Pakistan unless there is relating to
that aircraft a current certificate of Airworthiness
issued or validated by the State of registry of the
aircraft.
18. Issue of certificate of Airworthiness.
(1)
The Director-General shall issue or validate a

certificate of Airworthiness subject to such conditions

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as he sees fit when he is satisfied that:

(a) there has been issued by the appropriate
authority of the State from which the aircraft
has been exported to
Pakistan a certificate with respect to the
Airworthiness of the aircraft that is acceptable
to the Director-General; or
(b)
the aircraft was manufactured by the holder of
a certificate of approval issued by the
Director-General with respect to that
manufacture.
(2)
A certificate of Airworthiness issued or validated
underthis rule shall be valid for such period as the DirectorGeneral may determine not exceeding twelve months from
the date of issue.
19. Conditions of validity of Certificate of Airworthiness.A certificate of Airworthiness issued by the DirectorGeneral in respect of an aircraft shall cease to be
current:
(a)
(b)
after the date of expiry included in the certificate;

if the aircraft or any of its equipment which is
essential to the continued Airworthiness of the

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(c)
(d)
(e)
(f)
(g)
aircraft is overhauled or repaired or such equipment

is removed or replaced other than in a manner which
complies with the maintenance and repair
procedures issued by the aircraft manufacturer and
any maintenance schedule issued by the State of
manufacture of the aircraft and approved by the
Director-General;
if any inspection of the aircraft or of the
aforementioned essential equipment required by the
approved maintenance procedure or schedules is not
carried out;
if any modification specified by the State of
manufacture or by the Director-General as essential
for the continued Airworthiness of the aircraft is not
carried out;
if any modification is carried out or equipment
installed other than as approved by the DirectorGeneral;
if any Airworthiness directive issued by the State of
manufacture or a directive issued by the DirectorGeneral is not complied with; or
if the aircraft has sustained damage of such a nature
that in the opinion of a maintenance engineer
licensed under these rules or employed by a
maintenance organization approved under these
rules it is no longer fit to fly.

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23. Approval of Persons or organizations.

(1)
An aircraft shall not be constructed nor any part of an

aircraft or equipment to be installed in an aircraft be
manufactured in Pakistan except in conformity with
the Airworthiness design standards specified by the
Director-General.
(2)
A person or organization within Pakistan shall not act

as an aircraft constructor or as a supplier or
stockist or distributor of aircraft components to be
issued in the construction maintenance or operation
of aircraft unless that person or organization has the
approval of the Director-General to perform that
function.
(3)
Applicants for an approval under this rule shall

comply with such requirements as the DirectorGeneral may specify and any approval shall be
subject to such conditions as the Director-General
may attach to it.
If the Director General has reason to believe that a

person or organization holding an approval as an
aircraft constructor or as a supplier or stockist or
distributor of aircraft components has ceased to
comply with the conditions for approval he may
subject to the provisions of rule 341 suspend such
approval for such period as he sees deems fit or
may cancel it.
25. Approval of maintenance organizations.(1)
(2)
(3)
(4)
An approval given under this rule shall be valid for

such period as the Director-General may specify not
exceeding one year.
24. Suspension or cancellation of approval.

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(4)
Maintenance or inspection of aircraft registered in

Pakistan shall not be carried out other than by an
approved maintenance organization or by persons
licensed or otherwise authorized to do so under
these rules.
An aircraft maintenance organization within Pakistan
shall obtain the approval of the Director-General and
shall comply with such directions as he may give
before commencing operation.
Applicants for an approval under this rule shall
comply with such requirements as the DirectorGeneral may specify and any approval shall be
subject to such conditions as the Director-General
may attach to it.
Aircraft registered in Pakistan shall not be maintained

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(5)
(6)
or modified or repaired by an organization outside

Pakistan except with the approval of the DirectorGeneral.
An approval given under this rule shall be valid for
such period as the Director General may specify not
exceeding one year.
An operator shall provide for the proper and periodic
instruction of all maintenance personnel and the
training program shall be subject to the approval of
the Director-General.
(b)
(c)
(d)
26.
Suspension or cancellation
maintenance organization.-
of
approval
of
a
(e)
If the Director-General has reason to believe that a

maintenance organization has ceased to comply with
the conditions for approval he may subject to the
provisions of rule 341 suspend such approval for
such period as he deems fit or may cancel it.
(f)
27.
Maintenance, inspection and servicing of aircraft.An aircraft registered in Pakistan shall not fly unless;
(a)
the aircraft including its engines equipment and

radios has been maintained and periodically inspected
in accordance with the maintenance procedures

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(g)
approved in respect of that aircraft by the DirectorGeneral; and

any repairs replacements or modifications have been
carried out in a manner approved by the DirectorGeneral; and
all modifications and inspections deemed mandatory
by the Director-General have been carried out within
the prescribed time periods or within such extended
periods as may have been authorized by the DirectorGeneral; and
all defects entered in the aircraft technical log have
been rectified or have been deferred in accordance
with procedures approved by the Director-General; and
the aircraft has been serviced and replenished in
accordance with the procedures specified in the flight
manual or maintenance documents using the
substances or materials specified therein or as may be
specified by the Director-General in Air Navigation
Orders or by other means; and
in the case of aircraft in respect of which a certificate of
airworthiness in the private category has been issued
a certificate of maintenance has been completed and
signed by a person authorized to do so by the DirectorGeneral to certify that all maintenance work has been
completed satisfactorily and in accordance with the
approved maintenance procedures and schedules; or
in the case of aircraft in respect of which a certificate of

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airworthiness in the public transport category or aerial

work category has been issued:
(i)
a certificate of release to service has been
completed and signed by a person authorized to
do so by the Director-General being a certificate
issued after overhauls repairs replacements
modifications and mandatory inspections have
been carried out on that aircraft; and
(ii) a certificate of maintenance review has been
completed and signed by a person authorized to
do so by the Director-General certifying that all
maintenance
specified
in
the
approved
maintenance schedule has been carried out
within the time period specified therein or within
such extended period as may have been
authorized by the Director-General.
278. Issuance of Maintenance release.
(1)
Maintenance release in respect of a registered

aircraft shall be issued only by authorized persons
and in such a manner and in accordance with such
form as the Director- General may direct.
28. Maintenance of commercial aircraft.(1)
All work carried out on a regular public transport

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aircraft a charter aircraft or an aerial work aircraft in

respect of overhaul repair installation of equipment
or inspection shall be carried out by or under the
supervision of the holder of an appropriate Licence
except that if the overhaul repair installation of
equipment or inspection is carried out by a
maintenance organization approved under this Part
such work may be carried out by or under the
supervision of a person or persons approved by the
Director-General for that purpose.
(2)
A person other than an authorized person employed
by a maintenance organization approved under this
Part shall not sign a certificate of release to service
or a certificate of maintenance review in respect of a
regular public transport aircraft a charter aircraft or
an aerial work aircraft unless he is the holder of an
appropriate Licence.
(3) For the purpose of this rule an appropriate Licence
shall be an aircraft maintenance engineer Licence
issued or recognized as valid by the DirectorGeneral authorizing the holder to carry out or to
supervise the overhaul the repair the installation of
equipment or the modification of such aircraft or
such part or components or equipment of aircraft as
are included in the Licence and to certify as
airworthy an aircraft or parts of an aircraft or
components or equipment as appropriate following

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such overhauls repairs or modifications and to sign

the appropriate certificate of release to service or
certificate of maintenance review.
31. Minimum Equipment List.A regular public transport aircraft or charter aircraft
registered in Pakistan shall not fly unless all the items
of equipment which are included in the minimum
equipment list in the approved flight manual or other
certification document for the aircraft as being
required to be serviceable for the particular
operation are serviceable. No amendment shall be
made to a minimum equipment list except with the
approval of the Director-General.
30. Maintenance manuals.The operator of an aircraft other than a private

aircraft registered in Pakistan shall provide for the
use and guidance of the personnel or organization
engaged in the repair overhaul or maintenance of his
aircraft a maintenance manual approved by the
Director-General which contains at least the
following:
(a)
procedures for servicing and maintenance;
(b)
the frequency of each check overhaul or
inspection;
(c)
the responsibilities of the various classes of
skilled maintenance personnel;
(d)
the servicing and maintenance methods;
(e)
the procedure for preparing the certificate of
maintenance review and the certificate of
release to service the circumstances under
which these certificates are to be issued and
the personnel authorized to sign them.
32. Recording and reporting of defects.(1)
(2)
Any person concerned with the maintenance or

operation of an aircraft registered in Pakistan who
becomes aware of a defect in that aircraft shall take
such action as may be necessary to record the defect
in the appropriate maintenance document.
An owner or operator of an aircraft registered in
Pakistan which develops a defect shall cause an
investigation of the defect to be carried out and if it is
a major defect shall make a report of the
investigation as the Director-General may specify.
33. Operators to keep records.(1)

The operator of an aircraft registered in Pakistan

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shall ensure that a current maintenance record is

kept which shall contain in respect of the entire
aircraft:
(a)
of gravity;
(b)
equipment;
(c)
(d)
(2)
equipment's which are limited to a specified

period in service a record of their time in
service which will enable their serviceability to
be determined and the remaining part of their
operating life to be computed together with
the date of last inspection.
the empty mass and the location of the centre

a record of the addition or removal of
34. Radio equipment to be licensed and approved.details of the type and extent of maintenance
work or modification or repair the time in
service and the date that the work was carried
out; and
a chronological list of compliance with
Airworthiness directives together with the
method of compliance.
Radio equipment shall not be installed in an aircraft

registered in Pakistan unless:
(a)
(b)
In the case of a regular public transport aircraft a

charter aircraft or an aerial work aircraft the record
kept under this rule shall include:
(a)
in service;
(b)
(c)
there is in respect of such radio equipment a

Licence issued by the Federal Government;
the installation in the aircraft has been
approved by the Director-General; and(c)
the equipment is of a type approved
by the Director General and complies with
such directions issued by him in respect of
airworthiness requirements.
in respect of the whole aircraft the total time

Part V Personnel Licenses
in respect of the major components of the
aircraft the total time in service the date of
the last overhaul and the date of the last
inspection; and
in respect of those instruments
and

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51. Aircraft maintenance engineer licences.

(1)
The Director General shall grant aircraft maintenance

engineer licences under this Part subject to such

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(2)
(3)
(4)
conditions as he thinks fit when he is satisfied that

the applicant for such a Licence is a fit person and is
qualified by reason of his knowledge experience
competence skill physical and mental fitness to act
in the capacity authorized by the Licence; for that
purpose the applicant shall furnish such evidence
undergo such examinations and tests as the DirectorGeneral may specify in Airworthiness notices and Air
Safety Circulars.
The holder of an aircraft maintenance engineer
Licence shall be authorized to carry out or to
supervise such overhauls authorized repairs or
authorized modifications of such aircraft or parts or
components or equipment of aircraft as may be
permitted by the Licence and to certify as airworthy
such aircraft or parts of an aircraft or components or
equipment as appropriate following such overhauls
repairs or modifications and to sign a certificate of
maintenance review or a certificate of release to
service in respect of the aircraft included in the
Licence within the limitations of the Licence.
Aircraft maintenance engineer licences issued under
this Part shall become valid on the date of issue and
shall remain valid for a period not greater than two
years.
Renewal of such licences shall be dependent on
compliance with such requirements as may be

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specified by the Director-General in Airworthiness

notices.
Part VIII Aerodrome, Facilities and Services
85. Fuelling of aircraft.(1)
An aircraft shall not be refueled or refueled at an
aerodrome:
(a)
(b)
within 15 meters of a building; or

at a time when passengers are embarking or
disembarking or are on board unless there
are qualified personnel in the aircraft who are
ready to initiate and direct an evacuation of
the aircraft by the most practical and
expeditious means available and who are in
two way communication with the ground crew
supervising the refueling.
(2) Refueling or refueling of an aircraft shall be

supervised by a person appointed by the owner or
operator of the aircraft or by a member of the flight
crew or by a supervisor appointed by the fuel
supplier; the person supervising shall ensure that the
aircraft is bonded to the fueling hose and to the
fueling unit and that both are earthed and that no
source of flame or sparks is in the vicinity of the

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aircraft. During refueling or refueling no electrical

switch shall be operated in the aircraft.
Part XI Licensing & Certification of Commercial Air Operations

176. Description of an operator.
90. Engines to be run by qualified personnel.(1)
(2)
A person shall not start the engine or engines of an

aircraft on the ground nor operate the controls of an
aircraft engine which is running unless that person is
a pilot or flight engineer licensed to fly that aircraft
or is a licensed aircraft maintenance engineer or a
member of an approved maintenance organization
authorized to ground run the engines of that aircraft.
The engine or engines of an aircraft shall not be
started unless chocks are in position in front of the
main wheels or the aircraft brakes if any are on.
108. Provision of first aid kits.All tenants or lessees of hangars workshops or

other premises utilized for commercial purposes at
an aerodrome shall provide first aid kits of a type
approved by the Director-General or the Manager
located in such hangars workshops or premises at a
conveniently accessible place.

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For the purpose of this Part an operator is a person

organization or enterprise engaged in or offering to
engage in an aircraft operation and in the case of a
Pakistan Operator is one that has a principal place of
business in Pakistan or if there is no such place of
business has a permanent residence in Pakistan.
177. Commercial operations to be licensed.
(1)
An aircraft shall not fly for any type of operation

unless the operator of that aircraft holds an
appropriate Licence granted by the Director-General.
The Director General shall with the prior approval of
the Federal Government issue the following
licences namely:(a)
regular public transport;
(b)
charter if the service is an international
service or if the aircraft has a maximum
permissible take-off mass greater than 5 700
kgs; or
(c)
aerial work if the service is an international
service; unless the operator of that aircraft
holds an appropriate Licence granted by the

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Federal Government.
(2)
(3)
For the purpose of this rule an appropriate Licence

means in the case of regular public transport a
regular public transport Licence in the case of
charter a charter Licence and in the case of aerial
work an aerial work Licence.
187. Issue of air operator certificates.(1)
The Director-General shall issue or renew air

operator certificates under this Part when he is
satisfied that an applicant has demonstrated that his
equipment organization staffing maintenance And
other arrangements are adequate to secure the safe
operation of the types of aircraft to be included in the
certificate on such flights as are to be authorized
and that the applicant can establish and maintain a
satisfactory method of supervision of these flight
operations. For this purpose an applicant shall
supply such information as the Director-General may
require.
(2)
An air operator certificate issued under this Part shall

be subject to such conditions as the Director-General
may include in the certificate in the interests of flight
safety.
The period of validity of such a Licence and any

conditions attached to it shall be as determined by
the Director General with the prior approval of
Federal Government.
186. Operators to hold an air operator certificate.Notwithstanding the provisions of Section 2 of this
Part an aircraft shall not fly for the purpose of:
(a)
(b)
(c)
regular public transport;

charter; or
aerial work;
unless the operator of that aircraft holds an air

operator certificate issued by the Director-General.
188. Air operator certificates.(1)
be:

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(i)
an "air operator certificate - airline" which
shall authorize the holder to engage in regular public
transport operations within the conditions and
limitations of that certificate provided that he has
also been granted a Licence for such operations by
the Federal Government;
(ii)
an "air operator certificate - charter" which
shall authorize the holder to engage in charter
operations within the conditions and limitations of that
certificate provided that in the case of international
charter operations and of charter operations by
aircraft with a maximum permissible take-off mass
greater than 5 700 kgs he has also been granted a
Licence for such operations by the Federal
Government; or
(iii)
an "air operator certificate-aerial work" which
shall authorize the holder to engage in aerial work
operations within the conditions and limitations of
that certificate provided that in the case of
international aerial work he has also been granted a
Licence by the Federal Government.
199. Operators to be insured.The holder of an air operator certificate issued under

this Part shall arrange for insurance in respect of
such claims as may be made relating to injury or
death of a person not being a passenger in his
aircraft or damage to property resulting from any
accident or incident involving his aircraft and in the
case of the holder of an air operator certificate airline or an air operator certificate - charter shall
arrange for insurance within the limits of liability
specified in the Warsaw Convention as amended by
the Hague Convention in respect of possible claims
relating to injury or death of one or more passengers
carried in his aircraft as a result of any accident or
incident in which his aircraft is involved.
Part XIII Aircraft Requirements
243. Emergency locator beacons.(1)
(2)

be valid for a period of one year from the date of
issue or renewal unless suspended or cancelled by
the Director-General.

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An aircraft which is registered in Pakistan shall not be

flown over water at a distance of 93kms or more from
land or over areas where search and rescue would
be difficult unless it carries an Emergency Location
Beacon-Aircraft which;
(a)
operates automatically in the event of a crash;

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(b)
is capable of manual operation by survivors;
(c)
has a power source independent of the
aeroplane;
(d)
is water resistant and buoyant; and
(e)
is unlikely to be rendered inoperative in the
event of a crash.
(2)
An aircraft to which this rule applied shall not be

flown over land areas in Pakistan which have been
designated by the Director-General as areas in which
search and rescue would be especially difficult or
over land areas in other States which have been
designated by the State concerned as areas in which
search and rescue would be especially difficult
unless it is equipped with at least one portable
survival radio equipment and with such signaling
devices and life saving equipment including means
of sustaining life as may be appropriate to the area
over flown.
(b)
appropriate to the passenger carrying

capacity of the aircraft and which are
accessible during flights;
portable fire extinguishers of a type which will
not cause dangerous contamination of the air
when they are used inside the aeroplane
located in the pilot's compartment and in
passenger compartments which are separate
from the pilot's compartment;
247. Flight recorders.

(1)
An aircraft registered in Pakistan which has a

maximum permissible all up mass over 5700 kgs and
which is operated by the holder of an air operator
certificate - airline or an air operator certificatecharter shall not commence a flight unless it is
equipped with a serviceable flight data recorder
capable of recording time
altitude airspeed vertical acceleration and heading.
(2)
If an aircraft subject to sub rule (1) of this rule has a

maximum permissible all up mass over 27000 kgs
the flight data recorder shall in addition be capable of
recording the attitude of the aircraft and the basic
forces acting upon it together with the origin of such
forces. The aircraft shall also be equipped with a
246. In-flight emergency equipment.

An aircraft registered in Pakistan and operated by the
holder of an Air Operator Certificate shall not fly
unless it is equipped with:
(a)
adequate

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medical
supplies
which
are

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serviceable
cockpit voice recorder capable

of recording the aural environment of
the flight deck.
sufficient stored breathing oxygen with dispensing

apparatus:
(b)
(3)
(4)
Flight data recorders and cockpit voice recorders

which are installed in compliance with this rule shall
be so constructed and located as to afford maximum
practicable protection to the recorded data.
Flight data recorders shall be capable of retaining the
data recorded during at least the last 25 hours
operation. Cockpit voice recorders shall be capable
of retaining the information recorded during at least
the last 30 minutes of operation.
253. Documents to be carried.

(1) An aircraft registered in Pakistan other than a private
aircraft shall not fly unless it carries:
(a)
(b)
(5)
Flight data recorders and cockpit voice recorders

shall be switched on at all times during flight.
(d)
249. Oxygen requirements - commercial aircraft.
(e)
(1)
An aircraft registered in Pakistan which is operated

by the holder of an Air Operator Certificate and which
is not equipped with a system for maintaining a
pressure greater than 700 hectopascals in the flight
crew and passenger compartments shall not fly at an

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to supply all crew members and all

passengers for any period that the aircraft will
be flown at an altitude higher than 13000 ft.
(f)
(g)
the certificate of Airworthiness issued in relation

to that aircraft;
the certificate of release to service and the
certificate of maintenance review issued in
relation to that aircraft;
(c)
the Flight Manual or equivalent
aircra
ft
certification document;
the licenses issued in respect of the radio
equipment installed in the aircraft;
if passengers are carried a list of their names
places of embarkation and intended places of
disembarkation;
if cargo is carried bills of lading and manifests
relating to that cargo;
the Operations Manual or those parts of it relating
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altitude higher than 10000 ft unless it carries

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toflight operations.

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Part XV Accidents and Incidents

269. Accidents and Incidents.For the purpose of this Part:
a) an accident in relation to an aircraft is an occurrence
associated with the operation of the aircraft which takes
place between the time any person boards the aircraft
with the intention of flight until such time as all such
persons have disembarked in which:
(i) a person is fatally or seriously injured as a result of
being in the aircraft or of being in direct contact with
any part of the aircraft including parts which have
become detached from the aircraft or of direct
exposure to jet blast; except when the injuries are
from natural causes or are self inflicted by other
persons or when the injuries are to persons
secreting themselves outside the areas normally
available to the passengers and crew; or
(ii) the aircraft sustains damage or structural failure
which adversely affects the structural strength the
performance or the flight characteristics of the
aircraft and which would normally require major
repair or replacement of the affected component;
except when the damage is limited to the engine its

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cowlings or accessories or when the damage is

limited to propellers wing tips antennas tires
brakes bearings small dents or puncture holes in
the aircraft skin; or
(iii) the aircraft is missing or is completely inaccessible ;
(b) an incident in relation to an aircraft is an occurrence
other than an accident associated with the operation of
an aircraft which affects or could affect the safety of
operation and shall include such occurrences as the
Director-General may specify in Air Navigation Orders or
by other means.
270. Notification of an accident.(1) In the event that an accident occurs:
(a)
to an aircraft registered in Pakistan; or

(b)
in Pakistan to an aircraft registered in
another State; the pilot-in-command the
operator the owner and the hirer ( if any )
shall each be responsible for ensuring that a
notification of the accident is furnished to the
Director General by the quickest available
means immediately after the accident and
by a written report to the Director-General as
soon as practicable.

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271. Notification of an incident.(2)
The written report referred to in this rule shall contain

the following particulars except that if they are not
all immediately available the report shall so state
and a supplementary report containing those
particulars not included in the first report shall be
furnished to the Director General at the earliest
possible date:
a) the type model nationality and registration marks of the

aircraft;
b) the name of the owner operator and hirer if any of the
aircraft;
c) the name of the pilot-in-command of the aircraft;
d) the date and time of the accident;
e) the last point of departure and the point of intended landing
of the aircraft and the nature of the flight;
f) the position of the aircraft with reference to some easily
defined geographical point;
g) the number of persons aboard the aircraft the number killed
or seriously injured and the number of others killed or
seriously injured;
h) the nature of the accident as far as is known;
i) the nature and extent of the damage to the aircraft and/or to
other property; and
j) the physical characteristics of the accident area.

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(1) In the event of the occurrence of an incident involving an

aircraft registered in Pakistan the pilot-in-command the
owner the operator and the hirer (if any) shall each be
responsible for ensuring that a written notification of the
incident is furnished to the Director-General within forty-eight
hours of the occurrence.
(2) The written report referred to in this rule shall contain such
particulars as the Director-General may specify in Air
Navigation Orders or by other means.
Part XVIII Penal Provisions and Prosecutions
333. Penalty for contravention of the rules.(1) A person who contravenes or fails to comply with any
provision of these rules is guilty of an offence.
(2) The owner the operator and the hirer and the pilot-incommand and any other pilot of an aircraft that flies in
contravention of or fails to comply with any provision of these
rules is guilty of an offence.

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Category - A/81/82
Part XIX
With holding, Suspension and Cancellation of
licenses and Cfts
340. Refusal to grant or renew a license or certificate.(1) The Director-General may refuse to grant or to renew a
license or certificate under Parts IV V VI VIII or XI of these
rules on one or more of the following grounds:
a) the applicant has failed to satisfy a requirement prescribed
by or specified under these rules in relation to the granting of
the license or certificate;
b) the applicant has made a false or misleading statement in
his application or in connection with his application;
c) the applicant is the holder of a license that is suspended;
d) the applicant was the holder of a license that has been
cancelled; or
e) the applicant is not a fit and proper person to have the
responsibilities and to exercise the functions and duties of a
holder of the license or certificate for which the application
was made.
(2) The reasons for such a refusal shall be given in writing by
the Director-General to the applicant including a statement
of the facts or circumstances that justify the refusal.

8 - 27
341. Suspension or cancellation of aerodrome or flying school

licenses and air operator certificates etc.(1) For the purpose of enforcing compliance with these rules or
with the requirements of Air Navigation Orders or with
directions issued under these rules and provided that the
purpose is to be secure safety of flight operations the
Director-General may:
a) suspend any license or approval granted by him under Parts
IV VI or VIII of these rules or any certificate granted by him
under Part XI of these rules for such period of time as he
may consider necessary after recording reasons therefore in
writing and/or;
b) with the approval of the Federal Government cancels such a
license; provided that in each case notice in writing is
delivered by hand to the holder of the license or certificate or
is sent to him by registered post at the address given in the
application for issue or renewal of the license or certificate.
(2) The notice of suspension or cancellation under this rule shall
include a full statement of the facts or circumstances that
constitute the grounds for such action.
342. Suspension or cancellation of personnel licenses.(1) The Director General may vary or suspend and with the
approval of the Federal Government may cancel a license

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Category - A/81/82
issued under Part V of these rules where he is satisfied that

one or more of the following is applicable:
a) the license holder has contravened or failed to comply with
any provision of the Civil Aviation Ordinance 1960 the
Pakistan Civil Aviation Authority Ordinance 1982 or of
these rules;
b) the license holder fails to satisfy or to continue to satisfy
any requirement prescribed by or specified under these rules
in relation to the obtaining or holding of such a license;
c) the license holder obtained the license as a result of making
an untrue statement or by means of a misrepresentation;
d) the license holder has not complied with the Requirements
of Air Navigation Orders or with directions issued under
these rules;
e) the license holder has failed in his duty with respect to any
matter affecting the safe or efficient flight operation of an
aircraft;
f) the license holder has ceased to be a fit and proper person
to have the responsibilities to exercise and perform the
functions and duties of a holder of such a license; or
g) the license holder is required to undergo an examination or
test under clause (e) sub rule (2) rule 4 of these rules,
378. Repeal The Civil Aviation Rules 1978 are hereby repealed.

8 - 28
8.3
Air Navigation Orders:
These are the orders issued by DGCAA in accordance with Part 2

Administration, Rule regarding Duties and Powers of DGCAA Rule
No. 4.3
Rule 4.3 "Wherever the Director-General is empowered or required
under these rules to issue any direction or to give any permission
approval or authority he may unless the contrary intention appears
in the rule conferring the power or function or imposing the
obligation or duty issue the direction or give the permission
approval or authority by writing under his hand or by inclusion in Air
Navigation Orders or airworthiness notices or air safety circulars
and at any time that he deems it necessary to publish information
relating to conditions or requirements under these rules he may do
so by including such information in the Aeronautical Information
Publication or in NOTAMS or in aeronautical information circulars
or in airworthiness notices or air safety circulars or in Civil Aviation
Authority Publications or by writing under his own hand as he
considers appropriate"
Air Navigation Orders are issued by different Directorates of PCAA.
Previously they were represented by :
90
Issued by PCAA Licensing Directorate
91
Issued by PCAA Flight Standards Directorate
92
issued by PCAA Airworthiness Directorate

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Currently they are represented by:

ANO-00X-XXLC
Issued by PCAA Licensing Directorate
ANO.91.000X
Issued by PCAA Flight Standards
Directorate
ANO-0XX-AWRG
Issued
by
PCAA
Airworthines
Directorate
s
Some of the following Air Navigation Orders are of great interest to
Aircraft Maintenance Engineers and Aircraft Maintenance
Technician:
ANO-001-AWRG-5.0
a Approval of Maintenance Organizations
ANO-004-AWRG-3.0
a Certificate of Airworthiness Permit to Fly and Export
C of A
ANO
-007-AWRG-3.0
a Aircraft instruments Equipments and Documents for
Flight
ANO
-010-AWRG-2.0
a Approval of suppliers stockiest & distributors
ANO
-014-AWRG-2.0
a Airworthiness type rating (ATR)
ANO
-015-AWRG-3.0
a Aircraft Safety Assessment
ANO-145-AWRG-1.1
a Approved Maintenance Organizations
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ANO-066-AWRG-1.0
a Aircraft Maintenance Engineer License
ANO-147-AWRG-1.0
a Approved Maintenance Training Organizations
8.4
Airworthiness Notices: (AWNOT)
The Airworthiness Notices hereinafter referred to as

Notices are issued by the Airworthiness Directorate of Civil
Aviation Authority. The Notices are a means of circulating
essential information of an administrative or technical nature
to all Civil Aircraft Owners/ Organizations and Aircraft
Maintenance Engineers.
These Notices are published as a guide and are intended to

highlight
important
operational
and
maintenance
requirements of Civil Aviation Authority
Instructions contained in these Notices are to be observed

by all concerned and where dates/periods are given for
compliance with such instructions the specified date/period
must not be exceeded except by the prior written authority
of the Director Airworthiness
Some of the following Air Worthiness Notices are of great

interest to Aircraft Maintenance Engineers and Aircraft
Maintenance Technicians:
Y AWNOT-001-AWXX
Foreword
Y AWNOT-004-AWXX
Registration/Changeof
Ownership/Possession ofAircraft in Pakistan
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Y AWNOT-005-AWRG
Requirement
for
Registration of Aircraft
Y AWNOT-006-AWXX
Purchase of Aircraft
Stores
Y AWNOT-009-AWXX
Reporting Investigation
& Rectification of Defects
Y AWNOT-010-AWAA
Limited Authorization
Y AWNOT-011-AWXX
Aircraft Weight and
Balance Control
Y AWNOT-015-AWXX
Airworthiness
Directives and Mandatory Service Bulletins
Y AWNOT-019-AWXX
Medical Supplies OnBoard Aircraft
Y AWNOT-025-AWEG
Requirements for Issue
and Extension of Shop Approvals
Y AWNOT-031-AWXX
Renewal of Aircraft
Maintenance Engineer's License
Y AWNOT-034-AWEG
Type Categories and
Ratings of AM EL
Y AWNOT-035
Requirements for Issue
and Extension of AMEL/P.C/D.I
Authorization to Pilots
Y AWNOT-041-AWXX
Removal of Aircraft
from Civil Register
Y AWNOT-045-AWXX
Duties
and
Responsibilities of Licensed AME
Y AWNOT-052-AWXX
Establishment of Civil
Aviation Authority
Y AWNOT-056-AWXX
Access to and Opening
of Emergency Exits

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Y AWNOT-064-AWRG
ETOPS
Maintenance
Requirements
Y AWNOT-065-AWRG
Airworthiness
Requirements for Issue / Renewal of AOC
General Requirements
o AWNOT-066for Technical Performance & Reliability Program of
an Operator
Y AWNOT-070-AWXX
Implementation of PBN
in Pakistan
o AWNOT-071-AWXX
PTA
License
Radio
installation Certificate & Allocation of Aircraft address
(24 BIT code)
Y AWNOT-078-AWEG
Examination of B1.1 &
B2 Basic Courses
Y
AWNOT-079-AWEG
Criteria
for
Instructors
Examiners & Practical Assessors
Y AWNOT-081-AWEG
Conversion
of
Protected Rights
8.5
PCAA Policy Letters
These are letters issued by the DAW on any policy which needs to be
emphasized

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Category - A/81/82

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8.6
PCAA Enforcement Manual
If any organization or personnel is involved in any violation and

that violation leads to a financial penalty then the manual which
leads to the implementation of fine is the PCAA Enforcement
Manual
Before application of financial penalty following process is done
Y
Y
Y
Y
Refer Chapter 6 "Enforcement Processes/ Tools and Appeals

Review and Revision" of PCAA Enforcement Manual
Airworthiness Publications include:
Y
Y
Y
Y

8 - 31
Violation report is filed

ONCR is raised
Oral Counseling is done
Show Cause Notice is issued
CAR 94
ANOs linked with Airworthiness
AWNs
Enforcement Manual

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Category - A/81/82

8 - 32

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