Mod. 10 Legislation Issue 3 03-05-2017

QATAR AIRWAYS MAINTENANCE TRAINING
Module 10 - Aviation Legislation
COURSE CODE: QTR/M10/Q
Reference: MTOE 2-02
(For Training Purposes Only. Under no circumstances should this document be used as a reference)
MODULE 10 - AVIATION LEGISLATION
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QATAR AIRWAYS MAINTENANCE TRAINING COURSE CODE: QTR/M10/Q

QTR/TRN/103 ISSUE 01 SEP 2015 ISSUE DATE: 06 JAN 2016
ISSUE NO: 03 REV: 00
TABLE OF CONTENTS Page TABLE OF CONTENTS Page

REGULATORY FRAMEWORK Maintenance Organisation Exposition (MOE) .................................102
History of Civil Aviation and its OrganizationalStructure.................. 1
QCAR OPS
CIVIL AVIATION IN THE STATE OF QATAR General ...........................................................................................112
Law No.15 of 2002 ......................................................................... 5 Air Operator’s Certificates ................................................................113
Law No.16 of 2001 ......................................................................... 6 Operator’s Responsibilities ..............................................................115
Qatar National Requirements ......................................................... 7 Documents to be Carried .................................................................116
Relationship between Part-21, Part-M, Part-145, Part-66, Part-147 & Aircraft Placarding (Markings) .........................................................117
QCAR OPS .................................................................................... 8
AIRCRAFT CERTIFICATION
PART 66 -CERTIFYING STAFF - MAINTENANCE
General ...........................................................................................119
Categories ...................................................................................... 13
Type Certification.............................................................................121
Knowledge and Experience Requirements ..................................... 15
Supplemental Type Certification ......................................................121
Privileges ........................................................................................ 25
Part 21 Design and Production Organisation Approvals ..................125
Type/Task/Group Ratings ............................................................... 29
Aircraft Maintenance License.......................................................... 42
AIRCRAFT CERTIFICATION-DOCUMENTS
PART 145-APPROVED MAINTENANCE ORGANIZATION Certificate of Airworthiness ..............................................................126

Noise Certificate ..............................................................................131
Scope/Terms of Approval/Application ............................................. 52
Weight Schedule .............................................................................134
Facility Requirements ..................................................................... 61
Radio Station Licence and Approval ................................................135
Personnel Requirements ................................................................ 63
Equipment, Tools, Materials/Acceptanc e of Components .............. 79
QCAR 1001/2006
Maintenance Data/Production Planning .......................................... 84
Certificate of Registration ................................................................138
Certification of Maintenance/Maintenance Records/ Occurrence
Reporting ........................................................................................ 91
Safety and Quality Policy and Maintenance Procedures ................. 97

TABLE OF CONTENTS Page
PART M-CONTINUING AIRWORTHINESS

Part M Continuing Airworthiness – General .................................... 144
Part–M Subpart G - Continuing Airworthiness Management
Organisation (CAMO) ..................................................................... 164
Part M Subpart F – Maintenance Organisation ............................... 182
APPLICABLE NATIONAL AND INTERNATIONAL REQUIREMENTS

Maintenance Programmes, Maintenance Checks
and Inspections .............................................................................. 202
Master Minimum Equipment List, Minimum Equipment List ............ 208
Dispatch Deviation List ................................................................... 213
Airworthiness Directives ................................................................ 214
Service Bulletins, Manufacturer’s Service Information ................... 216
Modifications and Repairs .............................................................. 220
Maintenance Documentation: Maintenance Manuals, Structural Repair
Manual, Illustrated Parts Catalogue etc .......................................... 222
Continuing Airworthiness ............................................................... 226
Test Flights .................................................................................... 227
ETOPS, Maintenance and Dispatch Requirements ........................ 228
All Weather Operations, Category 2/3 Operations and Minimum
Equipment Requirements ............................................................... 230

CURRENT LEGISLATION FRAMEWORK
United Nations UN Economic and Social Council
USA Federal Aviation Authority (FAA)

Chicago Convention Articles and Annexes International Civil Aviation Organisation
191 Contracting States (2013) Joint Aviation Authorities Federal Aviation Regulations (FARs)
European Civil Aviation Conference Joint Aviation Requirements European Aviation Safety Agency
43 Full Members (Feb 2009) EASA Requirements Qatar Civil Aviation Authority
UK Civil Aviation Authority

Other EASA National Authorities National Aviation Requirements
Air Navigation Order & Regulations

National Aviation Requirements
National Aviation Requirement
QATAR AIRWAYS MAINTENANCE TRAINING 1 COURSE CODE: QTR/M10/Q

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
ORGANIZATION OF ICAO
ICAO was initiated on 7th December 1944 in Chicago, with the
signing of the Convention of International Civil Aviation by States.
ICAO formally came into being on the 4th April 1947. In October of
the same year, ICAO became a specialized agency of the United
Nations linked to the Economic and Social Council (ECOSOC)
PURPOSE OF ICAO
ICAO’s aim is to foster the planning and development of international
air transport so as to ensure the safe and orderly growth of
international civil aviation; encourage the arts of aircraft design and
operation; encourage the development of airways, airports, and
air navigation facilities; meet the needs for safe, regular, efficient, and
economical air transport; ensure that the rights of contracting states
are fully respected; promote safety of flights internationally; and
promote the development of all aspects of international civil
aeronautics.
THE ORGANIZATION
The constitution of ICAO is the Convention on International Civil
Aviation, drawn up by a conference in Chicago in November and
December 1944, and to which each ICAO Contracting State is a party.
According to the terms of the Convention, the Organization is made
up of an Assembly, a Council of limited membership with various
subordinate bodies and a Secretariat. The chief officers are the
President of the Council and the Secretary General

The Assembly, composed of representatives from all Contracting To reflect a truly International approach, professional personnel are
States, is the sovereign body of ICAO. It meets every three years, recruited to the Secretariat on a broad geographical basis.
reviewing in detail the work of the Organization and setting policy for
the coming years. It also votes a triennial budget.
ICAO & UN BODIES
The Council, the governing body which is elected by the Assembly
for a three-year term, is composed of 36 States. The Assembly ICAO works in close co-operation with other members of the United
chooses the Council Member States under three headings: Nations family such as the
 States of chief importance in air transport,  World Meteorological Organization
 States which make the largest contribution to the provision of  International Telecommunications Union
facilities for air navigation, and
 Universal Postal union
 States whose designation will ensure that all major areas of
the world are represented  World Health Organization
As the governing body, the Council gives continuing direction to the  International Maritime Organization
work of ICAO. It is in the Council that Standards and Recommended
Practices are adopted and incorporated as Annexes to the
Convention on International Civil Aviation. The Council is assisted by ICAO & NON-GOVERNMENT BODIES
various committees.
Non-Government organizations which also participate in ICAO’s work
include
The Secretariat, the ‘working group’ of ICAO is divided into 5 main  International Air Transport Association
divisions
 Airports Council International
 Air Navigation Bureau
 International Federation of Airline Pilots Associations
 Air Transport Bureau
 International Council of Aircraft Owner and Pilots Associations
 Technical Co-operation Bureau
 Legal Bureau
 Administration and Services Bureau

Main activity of the ICAO is commercial aviation standardization at an

international level, which it achieves through the formulation and
adoption of Standards and Recommended Practices (SARPS). Some
of interest to maintenance personnel is:
 Licensing of Personnel
 Units of measurement
 Nationality and registration marks
 Aeronautical Telecommunications
 Aircraft noise and engine emissions
 Operation of aircraft
 Airworthiness
 Aircraft Accident investigation
ICAO ANNEXES
International Standards and Recommended Practices adopted by the
Council are designated as Annexes to the Convention.
Annexes of significance to the Aircraft Maintenance Technician are,
 Annex 1 Personnel Licensing
 Annex 6 Operations of Aircraft
 Annex 8 Airworthiness of Aircraft
 Annex 10 Aeronautical Telecommunications
 Annex 19 Safety Management (25 Feb 13)

CIVIL AVIATION IN THE STATE OF QATAR  Chapter 14 – Articles 93 to 101: Crimes of Aggression against
Aircraft
LAW NO. 15 OF YEAR 2002
 Chapter 15 – Articles 102 to 113: Penalties
This law governs the all-civil aviation activities in the state of Qatar. All
Note: Certain provisions of Civil Aviation Law No.15 concerning
those personnel involved in any way with aviation in the State of Qatar
primarily fines and penalties were amended by Law No.21 in the year
should familiarise themselves with Law No. 15 of year 2002.
2008 and Law No.3 for the year 2011.
Law No. 15 is divided into 15 Chapters containing 113 Articles, as
follows,
 Chapter 1 – Articles 1 to 4: Definitions and General Provisions
 Chapter 2 – Articles 5 to 11: Aerodromes and Air Navigation
Facilities
 Chapter 3 – Articles 12 to 23: Aircraft Operation
 Chapter 4 – Articles 24 to 30: Rules of the Air
 Chapter 5 – Articles 31 to 33: Licences
 Chapter 6 – Articles 34 to 37: Registration of Aircraft
 Chapter 7 – Articles 38 to 45: Airworthiness of Aircraft
 Chapter 8 – Articles 46 to 49: Documents and Records
 Chapter 9 – Articles 50 to 58: Commercial Air Transport
 Chapter 10 – Articles 59 to 60: Flight Charges
 Chapter 11 – Articles 61 to 68: Aviation Accidents
 Chapter 12 – Articles 69 to 73: Search and Rescue
 Chapter 13 – Articles 74 to 92: Liabilities and Interests Related
to the Operation of Aircraft

LAW NO. 16 FOR THE YEAR 2001 Qatari Civil Aviation Authority consists of five separate departments
with dedicated managers to manage each of them.
This is the law, which enabled the establishment of the Civil
 Air Navigation Department
Aviation Authority (CAA) in the State of Qatar
 Air Safety Department
With formation of the Civil Aviation Authority by this law,
responsibilities of the previous Department of Civil Aviation and  Air Transport & Airports Affairs Department
Meteorology (DCAM) were transferred to CAA.  Meteorological Department
In addition, this Law sets out the Authority’s’ objectives and scopes of  Joint Services Department
competence of the CAA.
This law also defines the organization, administration, scope and
responsibilities of the authority. It is formulated in five parts containing
30 articles.
Law No. 16 is in force since 25th of October 2001.
QATAR CIVIL AVIATION AUTHORITIES (QCAA)

The Qatari Civil Aviation Authority has a legal status and a budget
within the national budget of the State. It is affiliated to the Council of
Ministers and has a board directors and a general manager.
The Civil Aviation Department and the Meteorological Department
were merged to form the Civil Aviation and Meteorological
Department as part of the Civil Aviation Authority,
The sole objective of QCAA shall be advancement, promotions and
gratuity of civil aviation and meteorology sector to the best standards
ability, capability, efficiency, accuracy and to insure Civil aviation
safety in a way that will help social development objectives.

QATARI NATIONAL REQUIREMENTS QATAR CIVIL AVIATION REGULATION (QCAR) NO.1003/2006

The State of Qatar has adopted UK requirements for the aviation This is formulated in four annexes as follows;
activities of operating, maintenance and personnel training carried out
 Annex I Part – M (Continuing Airworthiness)
in the country.
With the adoption of EASA requirements by the UK, State of Qatar  Annex II Part – 145 (Maintenance Organization)
has also adopted EASA’s without any change in the Authority’s  Annex III Part – 66 (Certifying Staff Maintenance)
position of following UK requirements.
 Annex IV Part – 147 (Maintenance Training Organization)
As stated above, Qatar has, for some time, used UK CAA regulations
as their own code. With the advent of EASA’s the QCAA has taken Each of these parts consists of two sections and some appendixes.
the opportunity to “Qatarise” the documents starting with EASA Part- The purpose of each of the sections is as follows:
145, which has become QCAR-145. The technical and system  Section A – Procedure and/or Requirements
requirements are identical but there are variations in the application
procedure and duration of validity of approval given under QCAR  Section B – Procedure for the Authority
Part-145 as compared with EASA Part-145 To maintain any civil aircraft for commercial purposes in the airworthy
The “Qatarisation” of other EASA’s relating to operating, maintenance condition respective personal/organizations/equipment should comply
and licensing has also been completed and published. with the above-mentioned parts of the regulation. These parts will be
discussed in detail later in this book. There are Acceptable Means of
They came in to effect on the on the 30th of September 2006, and all Compliance (AMC) and Guidance Material (GM) issued for each of
these parts are included in the Qatar Civil Aviation Regulation No. these above-mentioned parts. These documents help the concerned
1001/2006 (Part 47), 1002/2006 (Part-21) and 1003/2006 (Part- M, personal to interpret, understand and comply fully with ease on the
Part-145, Part-66 & Part-147). relevant parts.

THE RELATIONSHIP BETWEEN PART 21, PART M, PART-145. QCAR-OPS are formulated and met to govern the commercial air
PART-66, PART-147 AND QCAR OPS transportation in the State of Qatar. It includes
Under QCAR No. 1003/2006, it is a legal requirement for an aircraft to  QCAR OPS 1 – Commercial Air Transportation (Aeroplanes)
be maintained by organizations which have been approved to do so
and the approval has been issued and being supervised on its behalf  QCAR OPS 3 – Commercial Air Transportation (Helicopters).
by the competent authority, which in this case is the Qatar Civil Shown below is an example of how the different Maintenance related
Aviation Authority (QCAA). The approval is issued in accordance with QCARs co-exist with each other.
QCAR 1003/2006 Annex II – Part-145 Maintenance Organization.
As a consequence of the requirement, Certifying 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. On satisfying the basic requirements, Certifying
Maintenance Engineers and Mechanics are granted a license by the
relevant authority in accordance with QCAR 1003/2006 Annex III. 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 QCAR 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 QCAR Part 147 these organizations are approve to provide the
basic training, conversion of license training and aircraft and
equipment type training depending on the specification of each QCAR
Part 147 approval.
The requirements for the issue of airworthiness certificates,
acceptability of related aeronautical products, parts and appliances,
and environmental compliance on aircraft registered in the State of
Qatar are contained in QCAR 1002/2006 Annex –Part 21.


QCAA AIRWORTHINESS NOTICES
Like all NAA’s the QCAA publishes Airworthiness Notices as a means

of circulating essential information of an administrative, airworthiness
and/or technical nature. These are distributed to the following,
 Owners of civil aircraft
 Aircraft maintenance engineers
 Holders of QCAA Approved Organization Certificates
 Holders of Air Operator Certificates
They are used to highlight important airworthiness and maintenance
requirements of the QCAA and must be observed by all concerned.

QCAA CURRENT AIRWORTHINESS NOTICES 16 Aeronautical Products - Approved Standards

Notice 17 Mandatory Modifications, Inspections and Time/Life
Limitations
No. Subject
18 International Aircraft Leasing Arrangements
1 Foreword
20 Non-compliance findings and actions
2 Airworthiness Standards of the State of Qatar
21 Operator contracted maintenance
3 Implementation Policy for QCAR-OPS 1 & 3 Subpart
22 Documents for continued airworthiness
4 Improved FM broadcast interference immunity
standards for aircraft ILS (localiser), VOR and VHF 24 Performance of Maintenance by Flight Crew Members
communications receivers
25 Requirements for Computer Controlled Records
5 Access to and opening of Type Ill and Type IV Emergency
26 Special procedures to be followed by Operators in relation to
exits
operations outside the normal conditions of the MEL
6 Safety Critical Maintenance Tasks
27 Extended Range with Two-Engine Aeroplanes (ETOPS)
7 Acceptance of Foreign Maintenance Organizations as QCAA Maintenance Requirements
Approved Maintenance Sources
28 Recognised qualifications for Non-destructive Testing of
8 Passenger Cabin, Safety, Evacuation and Fire Protection aircraft, engines, components and materials
Requirements
29 QCAR Part-66 – Transition Arrangements
9 One-Off Authorisation of Line Maintenance Personnel
30 Recognition of Task/Type Training Courses of Type Certificate
10 Aircraft External Damage Marking Holders and EASA Part-147 Maintenance Training
Organizations
11 All Weather Operations – Maintenance Requirements
Note: No. 19 and 23 are withdrawn.
12 Airworthiness Approval of GPS Equipment and Installations for
use in IFR Supplemental Air Navigation Systems
13 Occurrence Reporting
14 Minimum Equipment List
15 Approval of modified seats and berths


QATAR CIVIL AVIATION REGULATION

No. 1003/2006
ANNEX III
PART - 66

PURPOSE OF PART- 66 LICENSE CATEGORIES

(a) Aircraft maintenance licences include the following categories:
Part-66 is the Annex III of the QCAR 1003/2006.
 Category A
This part provides a single standard for maintenance certifying staff of
commercial aircrafts in the State of Qatar. In formulating this part,  Category B1
ICAO Annex 1 and the Air Transport Association Specification 104
 Category B2
(ATA Spec. 104) was used guidance.
Whilst this QCAR has been numbered to align with FAR and EASA  Category B3
Part 66 of the United States of America and the European Union, as  Category C
the subject matter is the same, the detailed content is at variance.
Section A of the Part-66 and its Appendices specifies the eligibility,
knowledge, experience and examination standards and requirements (b) Categories A and B1 are subdivided into subcategories
for issuing an Aircraft Maintenance License (AML) and the procedure relative to combinations of aeroplanes, helicopters, turbine and
involved in keeping this license valid. Along with this it set forth the piston engines. These subcategories are:
privileges of licence holders. Specified also in this section and  A1 and B1.1 Aeroplanes Turbine
annexes are the Type/Task training and examination standards and
requirements.  A2 and B1.2 Aeroplanes Piston
In Section B of Part-66 the procedure for the authority (QCAA) in  A3 and B1.3 Helicopters Turbine
application and enforcement of Section A is discussed.  A4 and B1.4 Helicopters Piston
If required the Civil Aviation Authority may also use this regulation as
a basis for the qualification of certifying staff to issue Certificates of
Release to Service in the non- commercial Air Transport sector. (c) Category B3 is applicable to piston-engine non-pressurised
aeroplanes of 2 000 kg MTOM and below.

KNOWLEDGE AND EXPERIENCE REQUIREMENTS The levels of knowledge are directly related to the complexity of
certifications appropriate to the particular licence category, which
BASIC KNOWLEDGE REQUIREMENTS (QCAR 66.A.25)
means that Category A must demonstrate a limited but adequate level
(a) An applicant for an aircraft maintenance licence or the addition of knowledge, whereas Category B1, B2 and B3 must demonstrate a
of a category or subcategory to such an aircraft maintenance complete level of knowledge in the appropriate subject modules.
licence shall demonstrate, by examination, a level of Category C certifying staff must meet the relevant level of knowledge
knowledge in the appropriate subject modules in accordance for B1 or B2.
with Appendix I to Part 66. The examination shall be
For an applicant who is qualified by holding an academic degree in an
conducted either by a training organisation appropriately
aeronautical, mechanical or electronic discipline from a recognised
approved in accordance with Annex IV (Part-147) or by the
university or other higher educational institute the need for any
Authority.
examination will depend up on the course taken in relation to
(b) The training courses and examinations shall be passed within Appendix I to Part 66.
10 years prior to the application for an aircraft maintenance
Knowledge gained and examinations passed during previous
licence or the addition of a category or subcategory to such
experiences, for example, in military aviation and civilian
aircraft maintenance licence. Should this not be the case,
apprenticeships, will be credited where the competent authority is
examination credits may however be obtained in accordance
satisfied that such knowledge and examinations are equivalent to that
with point (c).
required by Appendix I to Part 66.
(c) The applicant may apply to the 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
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 Authority. The applicant may apply for new
credits after expiration.

MODULARIZATION Module 15 Gas Turbine Engine

Basic knowledge subject matter is split in to 17 modules as follows; Module 16 Piston Engine
Module 1 Mathematics Module 17A Propeller
Module 2 Physics Module 17B Propeller (for B3 Category)
Module 3 Electrical Fundamentals
Module 4 Electronic Fundamentals
Module 5 Digital Techniques Electronic Instrument Systems
Module 6 Materials and Hardware
Module 7A Maintenance Practices
Module 7B Maintenance Practices (for B3 category)
Module 8 Basic Aerodynamics
Module 9A Human Factors
Module 9B Human Factors (for B3 category)
Module 10 Aviation Legislation
Module 11A Turbine Aeroplane Aerodynamics, Structures and
Systems
Module 11B Piston Aeroplane Aerodynamics, Structures and
Systems
Module 11C Piston Aeroplane Aerodynamics, Structures and
Systems (for B3 Category)
Module 12 Helicopter Aerodynamics, Structures and Systems
Module 13 Aircraft Aerodynamics, Structures and Systems
Module 14 Propulsion

Qualification on basic subjects for each Part 66

aircraft maintenance license category or
subcategory should be in accordance with the
matrix shown. Applicable subjects are indicated
by an “X”.

EXPERIENCE REQUIREMENTS (QCAR 66.A.30)

For Category A and Subcategories B1.2 and B1.4 and Category B3
 3 years of practical maintenance experience on operating
aircraft, if the applicant has no previous relevant technical
training; or
aircraft and completion of training considered relevant by the
Authority as a skilled worker, in a technical trade; or
 1 year of practical maintenance experience on operating
aircraft and completion of a basic training course approved in
accordance with Annex IV (Part-147);
For Category B2 and subcategories B1.1 and B1.3:

aircraft if the applicant has no previous relevant technical
training; or
aircraft and completion of training considered relevant by the
Authority as a skilled worker, in a technical trade; or
aircraft and completion of a basic training course approved in
accordance with Annex IV (Part-147);

EXPERIENCE REQUIREMENTS DIAGRAM

For Category C with respect to large aircraft: While an applicant for a category C licence may be qualified by having
3 years’ experience as category B1 or B2 certifying staff only in line
 3 years of experience exercising category B1.1, B1.3 or B2
maintenance, it is however recommended that any applicant for a
privileges on large aircraft or as support staff or, a combination
category C holding a B1 or B2 licence demonstrate at least 12 months
of both; or
experience as a B1 or B2 support staff.
 5 years of experience exercising category B1.2 or B1.4 In relation to the experience requirements for Category A and B
privileges on large aircraft or as support staff or a combination licenses, a skilled worker is a person who has successfully completed
of both; training acceptable to the Authority and involving the manufacture,
For Category C with respect to other than large aircraft: repair, overhaul or inspection of mechanical, electrical, or electronic
equipment. The training would include the use of tools and measuring
 3 years of experience exercising category B1 or B2 privileges devices.
on other than large aircraft or as support staff or a combination
of both; Maintenance experience on operating aircraft means the experience
of being involved in maintenance tasks on aircraft which are being
For Category C obtained through the academic route: operated by airlines, air taxi organizations, owners etc. It should cover
 An applicant holding an academic degree in a technical a wide range of tasks in length, complexity and variety; the point being
discipline, from a university or other higher educational to gain sufficient experience in the real environment of maintenance
institution recognised by the Authority, 3 years of experience as opposed to only the training school environment. The experience
working in a civil aircraft maintenance environment on a may be gained within different types of maintenance organizations
representative selection of tasks directly associated with (Part-145, M.A. Subpart F, FAR-145, etc.) or under the supervision of
aircraft maintenance including 6 months of observation of base independent certifying staff. Such experience may be combined with
maintenance tasks. Part-147 approved training so that period of training can be intermixed
with periods of experience, similar to an apprenticeship.
For a Category C applicant holding an academic degree the
representative selection of tasks should include the An applicant for an extension to an aircraft maintenance licence shall
have a minimum civil aircraft maintenance experience requirement
 The observation of hangar maintenance, appropriate to the additional category or subcategory of licence
 Maintenance planning, quality assurance, applied for as defined in Appendix IV to this Annex (Part-66).
 Record-keeping, The experience shall be practical and involve a representative cross
section of maintenance tasks on aircraft.
 Approved spare parts control and
 Engineering development.

At least one 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.
[To be considered as recent experience, at least 50% of the required 12
months recent experience should be gained within the 12-month period prior
to the date of application for the aircraft maintenance licence. The remainder
of the recent experience should have been gained within the 7-year period
prior to application. It must be noted that the rest of the basic experience
required by 66.A.30 must be obtained within the 10 years prior to the
application as required by 66.A.30 (f)-see below.”]


EXPERIENCE REQUIREMENTS DIAGRAM

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 Authority. Additional experience of civil aircraft maintenance shall,
however, be required to ensure adequate understanding of the civil
aircraft maintenance environment.
[1. For category A the additional experience of civil aircraft maintenance
should be a minimum of 6 months. For category B1, B2 or B3 the additional
experience of civil aircraft maintenance should be a minimum of 12 months.
2. Aircraft maintenance experience gained outside a civil aircraft
maintenance environment may include aircraft maintenance experience
gained in armed forces, coast guards, police, etc., or in aircraft
manufacturing.]
Part 66 .A.30 (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.

EXERCISING PRIVILEGES (QCAR 66.A.20) The holders of a Part-66 aircraft maintenance licence may only
exercise certification privileges when they have a general knowledge
Conditions:
of the language used within the maintenance environment including
The holder of an aircraft maintenance license may not exercise knowledge of common aeronautical terms in the language. The level
certification privileges unless: of knowledge should be such that the licence holder is able to:
1. In compliance with the applicable requirements of Annex I  read and understand the instructions and technical manuals
(Part-M) and Annex II (Part-145); and used for the performance of maintenance
2. In the preceding 2-year period he/she has, either had 6  make written technical entries and any maintenance
months of maintenance experience in accordance with the documentation entries, which can be understood by those with
privileges granted by the aircraft maintenance licence or, met whom they are normally required to communicate;
the provision for the issue of the appropriate privileges; and
 read and understand the maintenance organization
3. He/she has the adequate competence to certify maintenance procedures;
on the corresponding aircraft; and
 communicate at such a level as to prevent any
4. He/she is able to read, write and communicate to an misunderstanding when exercising certification privileges.
understandable level in the language(s) in which the technical
documentation and procedures necessary to supports the In all cases, the level of understanding should be compatible with the
issue of the CRS are written. level certification privileges exercised.
The required 6 months experience should be on aircraft structure,
powerplant and system as appropriate to the category or subcategory
and relevant to the type or group rating held. Experience should be
supported by documentary experience.

CERTIFICATION PRIVILEGES 3. A Category B2 aircraft maintenance licence shall permit the

holder:
Subject to compliances given above, the following privileges shall
apply: To issue CRS and to act as B2 support staff for following:
1. A Category "A" aircraft maintenance licence permits the holder  Maintenance performed on avionic and electrical systems,
to issue CRS following minor scheduled line maintenance and and
simple defect rectification within the limits of tasks specifically
endorsed on the certification authorisation referred to Annex II  Electrical and avionics tasks within powerplant and
(Part-145). The certification privileges shall be restricted to mechanical systems, requiring only simple tests to prove
work that the licence holder has personally performed in the their serviceability; and
maintenance organisation that issued the certification To issue CRS following minor scheduled line maintenance and simple
authorisation. defect rectification within the limits of tasks specifically endorsed on
2. A Category B1 aircraft maintenance licence shall permit the the certification authorisation referred to a point in Annex II (Part-145).
holder to issue CRS and to act as B1 support staff following: This certification privilege shall be restricted to work that the licence
holder has personally performed in the maintenance organisation
 Maintenance performed on aircraft structure, powerplant which issued the certification authorisation and limited to the ratings
and mechanical and electrical systems, already endorsed in the B2 licence.
 Work on avionic systems requiring only simple tests to The category B2 licence does not include any A subcategory.
prove their serviceability and not requiring troubleshooting.
Category B1 includes the corresponding A subcategory.
4. A category B3 aircraft maintenance licence shall permit the
holder to issue CRS and to act as B3 support staff for:
 Maintenance performed on aeroplane structure,
powerplant and mechanical and electrical systems,
 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 Line Maintenance means any maintenance that is carried out before
holder to issue CRS following base maintenance on aircraft. flight to ensure that the aircraft is fit for the intended flight. It may
The privileges apply to the aircraft in its entirety. include:
Holding a licence is, in most circumstances, not, in itself,  Troubleshooting;
sufficient to exercise the privilege of issuing a CRS. Category
B and C holders will need to hold the applicable Type Ratings  Defect rectification
and Category A holders the applicable task authorisations.  Component replacement with the use of external test
Also, certifying staff signing on behalf of a Part M Subpart F approved equipment, if required. Component replacement may include
maintenance organisation must be assessed for competence, components such as engines and propellers;
qualification and capability related to the intended certifying duties and  Scheduled maintenance and/or checks including visual
be listed in the Maintenance Organisation Manual. inspections that will detect obvious unsatisfactory
In addition, certifying staff signing on behalf of a Part 145 approved conditions/discrepancies but do not require extensive in-depth
maintenance organisation must be issued with a certification inspection. It may also include internal structure, systems and
authorisation by the person responsible for the Quality System, or his powerplant items which are visible through quick opening
nominee. The Authorisations will take account of licence Type access panels/doors;
Ratings and Limitations as well as competence, capability and  Minor repairs and modifications which do not require extensive
knowledge of company procedures and documentation. disassembly and can be accomplished by simple means;
Simple test means a test described in approved maintenance data  For temporary or occasional cases (Airworthiness Directives,
and meeting all the following criteria: (AD); service bulletins, (SB) the Quality Manager may accept
 Serviceability of the system can be verified using controls, switches, base maintenance task to be performed by a line maintenance
BITE or external test equipment not involving special training. organization provided all requirements are fulfilled. The
 Outcome of the test is a unique go–no go indication or parameter, Authority will prescribe the conditions under which tasks may
which can be a single value or a value within an interval tolerance. No be performed.
interpretation of the result or interdependence of values is allowed.
 Test does not involve more than 10 actions as described in the
approved maintenance data (not including actions to configure the
aircraft prior to the test, e.g. jacking, or to return the aircraft to its initial
configuration). Pushing a control or switch, and reading the result may
be considered a single step even if the maintenance data shows them
separated.

Base Maintenance means any task falling outside the criteria are decision making in its application-other than a simple go/no-go
given above for Line Maintenance. decision-cannot be certified.
Aircraft maintained in accordance with “progressive” type The Category B2 will need to be certified as Category A in order to
programmes need to be individually assessed in relation to this carry out simple mechanical task and to be able to make certifications
paragraph. In principle, the decision to allow some “progressive” for work.
checks to be carried out is determined by the assessment that all
The Category B3 licence does not include any A subcategory.
tasks within the particular check can be carried out safely to the
Nevertheless, this does not prevent the B3 licence holder from
required standards at the designated line maintenance station.
releasing maintenance tasks typical of the A1.2 subcategory for
Individual aircraft maintenance licence holders need not be restricted piston-engine non-pressurized aeroplanes of 2000 kg MTOM and
to a single category. Provided that each qualification requirement is below, with the limitations contained in B3 licence.
satisfied, any combination of categories may be granted.
The Category C licence permits certification of scheduled base
Tasks permitted to be certified under the Category A and B2 maintenance by the issue of a single CRS for the complete aircraft
certification authorisation as part of minor scheduled maintenance or after the completion of all such maintenance. The basis for this
simple defect rectification are as specified in Part 145 and agreed by certification is that the maintenance has been carried out by
the Authority. Typically they include changing items which are subject competent mechanics and category B1, B2 and B3 support staff as
to wear (e.g. wheels/tyres/brakes etc.); removing and refitting panels appropriate, has signed for the maintenance tasks under their
Category A privileges do not allow certification of tasks requiring respective specialisation.
troubleshooting for their completion.
The principal function of the category C certifying staff is to ensure
For the purposes of category A and B2 personnel, minor scheduled that all required maintenance has been called up and signed off by
line maintenance means any minor scheduled inspection/check up to the category B1, B2 and B3 support staff, as appropriate, before issue
and including a weekly check specified in the aircraft maintenance of the CRS. Only category C personnel who also hold category B1,
programme. For aircraft maintenance programmes that do not B2 or B3 qualifications may perform both roles in base maintenance.
specify a weekly check, the Authority will determine the most
significant check that is considered equivalent to a weekly check
The Category B1 license also permits the certification of work
involving avionics systems, providing the serviceability of the system
can be established by a simple test-facility, other on-board
systems/equipment or by simple ramp test equipment. Defect
rectification involving test equipment which requires an element of

TYPE/TASK /GROUP RATINGS Details of the theoretical and practical training are given in Appendix
III to Part 66.
Ratings on aircraft other than large aircraft may be granted, subject to
CATEGORY A
satisfactory completion of the relevant Category B1, B2 or C aircraft
The holder of a Category A aircraft maintenance licence may only type examination and demonstration of practical experience on the
exercise certification privileges on a specific aircraft type following the aircraft type, unless the Authority has determined that the aircraft is
satisfactory completion of the relevant Category A aircraft task training complex, where approved type training is required.
carried out by an appropriately approved Part 145 or Part 147
Type training is assigned three levels which are based upon ATA 104
organisation. Specific training on each aircraft type will be required
(Air Transport Association) corresponding type training levels
reflecting the authorised task(s).
The training shall include practical hands on training and theoretical
training as appropriate for each task authorised. Level 1 General Familiarisation
Satisfactory completion of training shall be demonstrated by an A brief overview of the airframe, systems and powerplant as outlined
examination and/or by workplace assessment carried out by an in the Systems Description Section of the Aircraft Maintenance
appropriately approved Part 145 or Part 147 organisation. Manual.
CATEGORY B1, B2 OR C Level 2 Ramp and Transit

For large aircraft, the holder of a Category B1, B2 or C aircraft A basic system overview of controls, indicators, principle components
maintenance licence may only exercise certification privileges on a including their location and purpose, servicing and minor
specific aircraft type when the aircraft maintenance licence is troubleshooting. General knowledge of the theoretical and practical
endorsed with the appropriate aircraft type rating following satisfactory aspects of the subject
completion of the relevant Category B1, B2 or C aircraft type training
and examination approved by the Authority or conducted by an
appropriately approved Part 147 maintenance training organisation. Level 3 Line and Base Maintenance
Category B1 and B2 approved type training shall include theoretical Detailed description, operation, component location,
plus examination and practical elements plus assessment plus OJT removal/installation, BITE and troubleshooting techniques to
for first aircraft in licence subcategory and consist of the appropriate maintenance level
course in relation to the privileges of the licence concerned. Level 3 is required for Category B type ratings.

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, subsequent type training can be at level 1.
Practical training is not required.
Category C certifying staff may not carry out the duties of Category B1
or B2, or equivalent within base maintenance, unless they hold the
relevant B1 or B2 category and have passed type training
corresponding to the relevant B1 or B2 category.
Completion of approved aircraft type training shall be demonstrated
by an examination. The examination should reflect the level of
training. The examinations in respect of Category B1 or B2 or C
aircraft type ratings shall be conducted by training organisations
appropriately approved under Part 147, the Authority, or the training
organisation conducting the approved type training course.

TYPE RATINGS  Use of special tooling and test equipment and specific
Theoretical Part maintenance practises including critical safety items and
safety precautions;
The content of the theoretical and practical training should:
 Significant and critical task/aspects from the MMEL, CDL,
1. Address the different parts of the aircraft which are Fuel Tank Safety (FTS), Airworthiness Limitation Items
representative of the structure, the systems/components (ALI), including Critical Design Configuration Control
installed and the cabin; and Limitations (CDCCL), CMR and all ICA documentation
2. Include training on the use of technical manuals, maintenance such as MRB, MPD, SRM, AMM, etc., when applicable.
procedures and the interface with the operation of the aircraft  Maintenance actions and procedures to be followed as a
3. The course should also take into account the following: consequence of specific certification requirements such as,
but not limited to, RVSM (Reduced Vertical Separation
 Type design including relevant type design variants, new Minimum) and NVIS (Night Vision Imaging Systems);
technology and techniques;
 Knowledge of relevant inspections and limitations as
 Feedback from in-service difficulties, occurrence reporting applicable to the effects of environmental factors or
etc. operational procedures such as cold and hot climates,
 Significant applicable airworthiness directives and service wind moisture, sand, de-icing/anti-icing, etc.
bulletins; The type training does not necessarily need to include all possible
 Known human factor issues associated with the particular customer options corresponding to the type rating described in the
aircraft type; Appendix I to AMC to Part-66
 Use of common and specific documentation, (when 4. Limited avionic system training should be included in the
applicable such as MMEL, AMM, MPD, TSM, SRM, WD, category B1 type training as the B1 privileges include work on
AFM, tool handbook), philosophy of the troubleshooting avionics systems requiring simple tests to prove their
etc. serviceability.
5. Electrical systems should be included in both categories of B1
 Knowledge of the maintenance on-board reporting
and B2 type training
systems and ETOPS maintenance conditions, when
applicable;

Practical Training and Assessment

1. Shall be conducted by a maintenance training organisation Nevertheless, for aeroplanes with a MTOM or equal or above 30000
appropriately approved in accordance with Annex IV (Part- kg, the duration for the practical element of a type rating training
147) or, when conducted by other organisations, as directly course should not be less than two weeks unless a shorter duration
approved by the Authority. meeting the objectives of the training and taking into account
pedagogical aspects (maximum duration per day) is justified to the
2. Shall comply with the standard described in paragraph 3.2
Authority.
(Practical Element) and 4 (Type Training Examination and
Assessment Standard) of this Appendix III, except as iv. The organization providing the practical element of the type
permitted by the differences training described below. training should provide trainees with a schedule or plan
indicating the list of tasks to be performed under instruction or
3. Shall include a representative cross section of maintenance
supervision. A record of the task completed should be entered
activities relevant to the aircraft type.
into a logbook which should be designed such that each task
4. Shall include demonstrations using equipment, components, or group of tasks may be countersigned by the designated
simulators, other training devices or aircraft. assessor. The logbook format and its use should be clearly
5. Shall have been started and completed within the 3 years defined.
preceding the application for a type rating endorsement v. In the Appendix III to Part-66, the term “designated assessors
appropriately qualified” means that the assessors should
demonstrate training and experience on the assessment
Practical element of the aircraft type training process being undertaken and be authorized to do so by the
i. The practical training may include instruction in a classroom or organization.
in simulator but part of the practical training should be vi. The practical element (for powerplant and avionic system) of
conducted in a real maintenance or manufacturer the Type Rating Training maybe subcontracted by the
environment. approved Part-147 organization under its quality system
ii. The task should be selected because of their frequency, according to the provisions of Part 147 and the corresponding
complexity, variety, safety, criticality, novelty etc. The selected Guidance Material.
task should cover all the chapters described in the table
contained in of Appendix III to Part-66
iii. The duration of the practical training should ensure that the
content of training required by of Appendix III to Part-66 is
completed.
GROUP RATINGS
Aircraft groups
For the purpose of ratings on aircraft maintenance licences, aircraft
shall be classified in the following groups:
 Group 1: complex motor-powered aircraft as well as multiple
engine helicopters, aeroplanes with maximum certified
operating altitude exceeding FL290, aircraft equipped with fly-
by-wire systems and other aircraft requiring an aircraft type
rating when defined so by the Authority.
 Group 2: aircraft other than those in Group 1 belonging to the
following subgroups:
o sub-group 2a: single turbo-propeller engine aeroplanes
o sub-group 2b: single turbine engine helicopters
o sub-group 2c: single piston engine helicopters
 Group 3: piston engine aeroplanes other than those in Group 1

AIRCRAFT TYPE RATINGS FOR Part-66 AIRCRAFT MAINTENANCE LICENCE

AIRCRAFT TYPE RATINGS FOR Part-66 AIRCRAFT MAINTENANCE LICENCE

Endorsement with aircraft ratings d) By derogation from points (b) and (c), for group 2 and 3
aircraft, aircraft type ratings may also be granted after:
a) In order to be entitled to exercise certification privileges on a
specific aircraft type, the holder of aircraft maintenance licence  Satisfactory completion of the relevant category B1, B2 or
need to have his/her licence endorsed with the relevant aircraft C aircraft type examination described in Appendix III to this
ratings. Annex (Part-66), and
 For category B1, B2 or C the relevant aircraft ratings are the  In the case of B1 and B2 category, demonstration of
following: practical experience on the aircraft type. In that case, the
- For group 1 aircraft, the appropriate aircraft type rating. practical experience shall include a representative cross
section of maintenance activities relevant to the licence
- For group 2 aircraft, the appropriate aircraft type rating, category.
manufacturer subgroup rating or full sub-group rating.
In the case of a category C rating for a person qualified by holding an
- For group 3 aircraft, the appropriate aircraft type rating or academic degree as specified in point 66.A.30 (a) (5), the first
full group rating. relevant aircraft type examination shall be at the category B1 or B2
 For category B3, the relevant rating is ‘piston-engine level.
non-pressurised aeroplanes of 2 000 kg MTOM and e) For group 2 aircraft:
below‘.
 The endorsement of manufacturer sub-group ratings for
 For category A, no rating is required, subject to category B1 and C licence holders requires complying with
compliance with the requirements of point 145.A.35 of the aircraft type rating requirements of at least two aircraft
Annex II (Part-145). types from the same manufacturer which combined are
b) The endorsement of aircraft type ratings requires the representative of the applicable manufacturer sub-group;
satisfactory completion of the relevant category B1, B2 or C  The endorsement of full sub-group ratings for category B1
aircraft type training. and C licence holders requires complying with the aircraft
c) In addition to the requirement of point (b), the endorsement of type rating requirements of at least three aircraft types
the first aircraft type rating within a given category/sub- from different manufacturers which combined are
category requires satisfactory completion of the corresponding representative of the applicable sub-group;
On the Job Training, as described in Appendix III to Annex III The endorsement of manufacturer sub-groups and full sub-group
(Part-66). ratings for category B2 licence holders requires demonstration of
practical experience which shall include a representative cross section

of maintenance activities relevant to the licence category and to the  Aeroplane multiple piston engine – composite structure,
applicable aircraft sub-group. either full group or manufacture group
Manufacturer group ratings may be granted after complying with the  Aeroplane turbine, single engine, full group
type rating requirements of two aircraft types’ representative of the
group from the same manufacturer.  Aeroplane Turbine-single engine, manufacturer group
Full group ratings may be granted after complying with the type rating  Aeroplane Turbine – Multiple engine, full group
requirements of three aircraft types’ representative of the group from For Category B2 and C
different manufacturers. However, no full group rating may be granted
to B1 multiple turbine engine aeroplanes, where only manufacturer  Aeroplane
group rating applies.  Helicopter
The groups shall consist of the following: f) For group 3 aircraft:
For Category B1 or C  The endorsement of the full group 3 rating for category B1, B2
 Helicopter piston engine, Full group and C licence holders requires demonstration of practical
experience, which shall include a representative cross section
 Helicopter piston engine, Full group of maintenance activities relevant to the licence category and
 Helicopter Turbine Engine, full group to the group 3.
 Helicopter Turbine Engine, manufacturer group  For category B1, unless the applicant provides evidence of
appropriate experience, the group 3 rating shall be subject to
 Aeroplane single piston engine – metal structure, either full the following limitations, which shall be endorsed on the
group or manufacture group licence:
 Aeroplane multiple piston engine – metal structure, either - pressurised aeroplanes
full group or manufacture group
- metal structure aeroplanes
 Aeroplane single piston engine – wooden structure, either
- composite structure aeroplanes
full group or manufacture group
- wooden structure aeroplanes
 Aeroplane multiple piston engine – wooden structure,
either full group or manufacture group - aeroplanes with metal tubing structure covered with
fabric
 Aeroplane single piston engine – composite structure,
either full group or manufacture group


TYPE EXPERIENCE Unless the applicant provides evidence of appropriate experience, the
rating referred to in point 1 shall be subject to the following limitations,
1. The “practical experience” should cover a representative cross
which shall be endorsed on the licence:
section including at least 50 % of tasks contained in Appendix
II to AMC relevant to the licence category and to the applicable - wooden structure aeroplanes
aircraft type ratings or aircraft (sub) group ratings being
- aeroplanes with metal tubing structure covered with fabric
endorsed. This experience should cover tasks from each
paragraph of the Appendix II list. Other tasks than those in the - metal structure aeroplanes
Appendix II may be considered as a replacement when they - composite structure aeroplanes.
are relevant. In the case of (sub)group ratings, this experience
may be shown by covering one or several aircraft types of the
applicable (sub)group and may include experience on aircraft
classified in group 1, 2 and/or 3 as long as the experience is
relevant. The practical experience should be obtained under
the supervision of authorised certifying staff.
2. In the case of endorsement of individual type ratings for Group
2 and Group 3 aircraft, for the second aircraft type of each
manufacturer (sub) group the practical experience should be
reduced to 30 % of the tasks contained in Appendix II to AMC
relevant to the licence category and to the applicable aircraft
type. For subsequent aircraft types of each manufacturer (sub)
group this should be reduced to 20 %.
3. Practical experience should be demonstrated by the
submission of records or a logbook showing the Appendix II
tasks performed by the applicant.
The endorsement of the rating "piston-engine non-pressurised
aeroplanes of 2 000 kg MTOM and below" requires demonstration of
practical e experience which shall include a representative cross-
section of maintenance activities relevant to the licence category.

PART 66 Aircraft Type Practical Experience and On-the-Job  Perform Bite check
Training List of Tasks (Some Examples)
 Assessment of structural Damage
 “C” check
 Replace windshield
 Locate component(s) by zone/station number
 Replace fan blade
 Jack complete aircraft
 Change oil
 Tow the aircraft
 Replace starter
 Refuel/Defuel aircraft
 Removal/installation of the APU
 Grease aircraft
 Replace Flow control valve
 Check operation of yaw damper
 Replace static discharge wicks
 Replace switchers
 Replace crew seats
 Check lavatory smoke detector system
 Inspect primary flight controls and related components i.a.w
AMM
 Replace EDP
 Troubleshoot faulty system
 Replace main and nose wheel
 Test crew oxygen system
 Replace filter
 Replace vacuum pump

AIRCRAFT MAINTENANCE LICENSE (QCAA FORM 26) ELIGIBILITY

An applicant for an aircraft maintenance licence shall be at least 18
APPLICATION
years of age. However, under Part 145 the minimum age for certifying
An application for an aircraft maintenance licence or change to such staff and Category B1 and B2 support staff is 21 years.
licence shall be made on a QCAA Form 19.
Each application shall be supported by documentation to demonstrate
CONVERSION PROVISIONS
compliance with the applicable theoretical knowledge, practical
training and experience requirements at the time of application. The holder of a certifying staff qualification valid, prior to the date of
entry into force of Annex III (Part-66) shall be issued an aircraft
Maintenance experience should be written up in a manner that the
maintenance licence by the Authority without further examination
reader has a reasonable understanding of where, when and what
subject to the conditions specified in Section B Subpart D -
maintenance constitutes the experience. A task-by-task account is
Conversion of Certifying Staff Qualifications
not necessary but at the same time a bland statement “X year’s
maintenance experience completed” is not acceptable. A logbook of A person undergoing a certifying staff qualification process, prior to
maintenance experience is desirable and some competent authorities the date of entry into force of Annex III (Part-66) may continue to be
may require such logbook to be kept. It is acceptable to cross-refer in qualified. The holder of a certifying staff qualification gained following
the QCAA Form 19 to other documents containing information on such process shall be issued an aircraft maintenance licence by the
maintenance. Authority further examination subject to the conditions specified in
Section B Subpart D.
Applicants claiming the maximum reduction in total experience based
upon successful completion of Part 147 approved basic training Where necessary, the aircraft maintenance licence shall contain
should include the Part-147 certificate of recognition for approved limitations in accordance with point 66.A.50 to reflect the differences
basic training between (i) the scope of the certifying staff qualification before the
entry into force of this Regulation and (ii) the basic knowledge
Applicants claiming reduction in total experience based upon
requirements and the basic examination standards laid down in
successful completion of technical training in an organization or
Appendix I and II to this Annex (Part-66).
institute recognized by the Authority as a competent organization or
institute should include the relevant certificate of successful For aircraft not involved in commercial air transport other than large
completion of training. aircraft, the aircraft maintenance licence shall contain limitations in
accordance with point 66.A.50 to ensure that the certifying staff
privileges before the entry into force of this Regulation and the
privileges of the converted Part-66 aircraft maintenance licence
remains the same.

CONTINUED VALIDITY OF THE AIRCRAFT MAINTENANCE REVOCATION, SUSPENSION OR LIMITATION OF THE AIRCRAFT
LICENCE MAINTENANCE LICENCE
The aircraft maintenance licence becomes invalid 5 years after its last The Authority shall suspend, limit or revoke the aircraft maintenance
issue or change, unless the holder submits his/her aircraft licence where it has identified a safety issue or if it has clear evidence
maintenance licence to the Authority that issued it, in order to verify that the person has carried out or been involved in one or more of the
that the information contained in the licence is the same as that following activities:
contained in the Authority records.
1. Obtaining the aircraft maintenance licence and/or the
The holder of an aircraft maintenance licence shall complete the certification privileges by falsification of documentary
relevant parts of QCAA Form 19 and submit it with the holder‘s copy evidence;
of the licence to the Authority that issued the original aircraft
2. Failing to carry out requested maintenance combined with
maintenance licence, unless the holder works in a maintenance
failure to report such fact to the organisation or person who
organisation approved in accordance with Annex II (Part-145) that has
requested the maintenance;
a procedure in its exposition whereby such organisation may submit
the necessary documentation on behalf of the aircraft maintenance 3. Failing to carry out required maintenance resulting from own
licence holder. inspection combined with failure to report such fact to the
organisation or person for whom the maintenance was
Any certification privilege based upon an aircraft maintenance licence
intended to be carried out;
becomes invalid as soon as the aircraft maintenance licence is invalid.
4. Negligent maintenance;
The aircraft maintenance licence is only valid
5. Falsification of the maintenance record;
 When issued and/or changed by the Authority and
6. Issuing a certificate of release to service knowing that the
 When the holder has signed the document. maintenance specified on the certificate of release to service
has not been carried out or without verifying that such
maintenance has been carried out;
The validity of the aircraft maintenance licence is not affected by
recency of maintenance experience whereas the validity of the 7. Carrying out maintenance or issuing a certificate of release to
privileges is affected by maintenance experience. service when adversely affected by alcohol or drugs;
8. Issuing certificate of release to service while not in compliance
with Annex I (Part-M), Annex II (Part-145) or Annex III (Part-
66).

APPENDIXES
For the purpose of reference and better understanding of the student
the following are the Appendices of this Part Details are not discussed
in this training manual
Appendix I. Basic Knowledge Requirements
Appendix II Basic Examination Standard
Appendix III Aircraft Type and Examination Standard
Appendix IV. Experience Requirements for Extending Part-66
Aircraft Maintenance License
Appendix V. Application Form – QCAA Form 19
Appendix VI. Aircraft Maintenance License referred to in

QCAA FORM 26 – AIRCRAFT MECHANIC LICENCE (PART 66)


QCAA FORM 26 – AIRCRAFT MECHANIC LICENCE (PART 66)

EXPERIENCE REQUIREMENTS FOR EXTENDING A PART-66

AIRCRAFT MAINTENANCE LICENCE
The table below shows the experience requirements for adding a new
category or subcategory to an existing Part-66 licence.
The experience shall be practical maintenance experience on
operating aircraft in the subcategory relevant to the application.
The experience requirement will be reduced by 50 % if the applicant
has completed an approved Part-147 course relevant to the
subcategory.




No. 1003/2006
ANNEX II
PART - 145

PART-145 APPROVED MAINTENANCE ORGANIZATION
SCOPE/TERMS OF APPROVAL/APPLICATION
Introduction
“An organization with maintenance approvals 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 provisions of Annex II.”
Annex II is Part 145 of QCAR 1003/2006
As per definition in Article 2 of QCAR 1003/2006
Large Aircraft
 Means an aircraft classified as aeroplane with a maximum
take-off mass of more than 5,700 kg
 Multi engine helicopter
 Helicopter having 3175 kg maximum certificated take-off mass
and above

PART 145 MAINTENANCE ORGANIZATION DIAGRAM

SCOPE
Part 145 establishes the requirements to be met by an organisation to
qualify for the issue or continuation of an approval for the
maintenance of large aircraft and aircraft used for commercial air
transport (or components fitted to them).
The requirements are similar to those laid down in Part M Subpart F
Maintenance Organisation. However, you should note there are
differences in wording and in the Acceptable Means of Compliance
document and the General Guidelines there are issue raised and
explained which apply to both but are not necessarily written in both.
In general, Part 145 requirements are more detailed and extensive
than in Subpart F.
APPLICATION
An application for the issue or change of an approval shall be made to
the Authority using QCAA Form 2.

MAINTENANCE ORGANIZATION APPROVAL REFERRED TO IN ANNEX II (PART 145)

PART 145 TERMS APPROVAL

The organization shall specify the scope of work in its Exposition. The
ratings are the same for a Subpart F organization except that a
Subpart F organization is limited to aeroplanes less than or equal to
5700 kg and single engine helicopters

QCAA FORM 2 - PART M AND PART 145 APPROVAL

PART 145 TERMS APPROVAL Base maintenance includes any tasks falling outside the line
maintenance criteria.
The organization shall specify the scope of work in its Exposition. The
ratings are the same for a Subpart F organization except that a Where the organization uses facilities both inside and outside the
Subpart F organization is limited to aeroplanes less than or equal to approved location of operation such as satellite facilities, sub-
5700 kg and single engine helicopters contractors, line stations etc., such facilities may be included in the
approval without being identified on the approval certificate subject to
the maintenance organization exposition identifying the facilities and
The other difference between Subpart F and Part 145 scope is that containing procedures to control such facilities and the Authority being
the Part 145 schedule distinguishes between line and base satisfied that they form an integral part of the approved maintenance
maintenance for aircraft. So a Part 145 organisation could be organization.
approved for line maintenance for a particular aircraft type but not
base.
Line Maintenance should be understood as any maintenance that is
carried out before flight to ensure that the aircraft is fit for the intended
flight
Line Maintenance may include:
 Troubleshooting.
 Defect rectification.
 Component replacement with use of external test equipment if
requires.
 Schedule maintenance and/or checks including visual
inspections that do not require extensive in depth inspection.
 Minor repairs ad modifications which do not require extensive
disassembly.
 For temporary or occasional cases (AD’s, SB’s) the Quality
Manager may accept base maintenance tasks to be performed
by a line maintenance organization provided all requirements
are fulfilled as defined by the Authority.
SMALL PART 145 ORGANIZATIONS MOE acceptable to the Member State. The limitation section will
specify the scope of such maintenance and thereby will indicate the
The smallest maintenance organisation would only be involved in a
extent of approval. Category A class ratings are sub-divided into
limited number of light aircraft, or aircraft components, used for
“base” or “line” maintenance.
commercial air transport
A category B class rating means that the Part 145 approved
It is recognised that a Part-145 approval may be required by two quite
maintenance organisation may carry out maintenance on the
different types of small organisations, the first being the light aircraft
uninstalled engine/APU (Auxiliary Power Unit) and engine/APU
maintenance hangar, the second being the component maintenance
components only whilst such components are fitted to the
workshop, e.g. small piston engines, radio equipment etc.
engine/APU. The exception is that such components can be
Where only one person is employed (in fact having the certifying temporarily removed for maintenance when such removal is expressly
function and others), these organisations approved under Part-145 permitted by the engine/APU manual to improve access for
may use the alternatives limited to the following: maintenance. The limitation section will specify the scope of such
maintenance and will thereby indicate the extent of approval. A Part
 Class A2 Base and Line maintenance of aeroplanes of 5700
145 approved maintenance organisation with a category B class
kg and below (piston engines only).
rating may also carry out maintenance on an installed engine during
 Class A3 Base and Line maintenance of single engine base and line maintenance subject to a control procedure in the MOE.
helicopters of less than 3175 kg. The MOE scope of work must reflect such activity where it is
permitted by the Member State.
 Class A4 Aircraft other than A1, A2 and A3
A category C class rating means that the Part 145 approved
 Class B2 Piston engines with maximum output of less than maintenance organisation may carry out maintenance on uninstalled
450 HP. components (excluding engines and APUs) intended for fitment to the
 Class C Components. aircraft or engine/APU. The limitation section will specify the scope of
such maintenance which will thereby indicate the extent of approval.
 Class D1 Non Destructive Testing. A Part 145 approved maintenance organisation with a category C
A category A class rating means that the Part 145 approved class rating may also carry out maintenance on an installed
maintenance organisation may carry out maintenance on the aircraft component during base and line maintenance or at an engine/APU
and any component (including engines/APUs). However, only whilst maintenance facility subject to a control procedure in the MOE. The
such components are fitted to the aircraft. The exception is that such MOE scope of work must reflect such activity where permitted by the
components can be temporarily removed for maintenance when such Member State.
removal is expressly permitted by the aircraft maintenance manual to
improve access for maintenance subject to a control procedure in the

A category D class rating is a self-contained class rating not

necessarily related to a specific aircraft, engine or other component.
The D1 - Non-Destructive Testing (NDT) rating is only necessary for a
Part 145 approved maintenance organisation that carries out NDT as
a particular task for another organisation.
A Part 145 approved maintenance organisation with a class rating in
A or B or C category may carry out NDT on products it is maintaining
subject to the MOE containing NDT procedures, without the need for
a D1 class rating.

FACILITY REQUIREMENTS For component maintenance, component workshops are large

enough to accommodate the components on planned maintenance.
GENERAL
Office accommodation is provided for the management of the planned
Facilities are provided appropriate for all planned work, ensuring in
work and for certifying staff so that they can carry out their designated
particular, protection from the weather elements. Specialised
tasks in a manner that contributes to good aircraft maintenance
workshops and bays are segregated as appropriate, to ensure that
standards.
environmental and work area contamination is unlikely to occur.
It is acceptable to combine any or all of the office accommodation
For base maintenance of aircraft, aircraft hangars are both available
requirements into one office subject to the staff having sufficient room
and large enough to accommodate aircraft on planned base
to carry out the assigned tasks.
maintenance;
In addition, as part of the office accommodation, aircraft maintenance
Where the hangar is not owned by the organization, it may be
staff should be provided with an area they may study maintenance
necessary to established proof of tenancy.
instructions and complete maintenance records in a proper manner
Sufficiency of hangar space to carry out planned base maintenance
should be demonstrated by the preparation of a projected aircraft
hangar visit plan relative to the maintenance programme. The aircraft
hangar visit plan should be updated on a regular basis.
Protection from the weather elements relates to the normal prevailing
local weather elements that are expected throughout any twelve
month period. Aircraft hangar and component workshop structures
should prevent the ingress of rain, hail, ice, snow, wind and dust etc.
Aircraft hangar and component workshop floors should be sealed to
minimize dust generation.
For line maintenance of aircraft, hangars are not essential but it is
recommended that access to hangar accommodation can be
demonstrated for usage during inclement weather for minor schedules
work and lengthy defect rectification.
Aircraft maintenance staff should be provided with an area where they
may study maintenance instructions and complete maintenance
records in a proper manner

WORKING ENVIRONMENT environment deteriorates to an unacceptable level in respect

of temperature, moisture, hail, ice, snow, wind, light, dust/other
The working environment including aircraft hangars, component
airborne contamination, the particular maintenance or
workshops and office accommodation is appropriate for the task
inspection tasks must be suspended until satisfactory
carried out and in particular special requirements observed.
conditions are re-established.
The working environment must be such that the effectiveness of
STORAGE
personnel is not impaired:
Secure storage facilities are provided for components, equipment,
 Temperatures must be maintained such that personnel can
tools and material.
carry out required tasks without undue discomfort.
Storage conditions ensure segregation of serviceable components
 Dust and any other airborne contamination are kept to a and material from unserviceable aircraft components, material,
minimum and not be permitted to reach a level in the work task equipment and tools.
area where visible aircraft/component surface contamination is
evident. Where dust/other airborne contamination results in The conditions of storage are in accordance with the manufacturer's
visible surface contamination, all susceptible systems are instructions to prevent deterioration and damage of stored items.
sealed until acceptable conditions are re-established. Access to storage facilities is restricted to authorised personnel.
 Lighting is such as to ensure each inspection and Storage facilities for serviceable aircraft components should be clean,
maintenance task can be carried out in an effective manner. well ventilated and maintained at a constant dry temperature to
minimize the effects of condensation.
 Noise shall not distract personnel from carrying out inspection
tasks. Where it is impractical to control the noise source, such Manufacturer’s storage recommendations should be followed for
personnel are provided with the necessary personal those aircraft components identified in such published
equipment to stop excessive noise causing distraction during recommendations.
inspection tasks. Storage racks should be strong enough to hold aircraft components
 Where a particular maintenance task requires the application and provide sufficient support for large aircraft components such that
of specific environmental conditions different to the foregoing, the component is not distorted during storage.
then such conditions are observed. Specific conditions are All aircraft components, wherever practicable, should remain
identified in the maintenance data. packaged in protective material to minimize damage and corrosion
 The working environment for line maintenance is such that the during storage
particular maintenance or inspection task can be carried out
without undue distraction. Therefore where the working

PERSONNEL REQUIREMENTS this Part. Such person(s) shall ultimately be responsible to the
accountable manager.
MANAGEMENT
The Accountable Manager who has corporate authority for ensuring  The person or persons nominated shall represent the
that all maintenance required by the customer can be financed and maintenance management structure of the organisation and
carried out to the standard required by this Part. The Accountable be responsible for all functions specified in this Part.
Manager’s responsibilities are that he will:  The person or persons nominated shall be identified and their
 Ensure that all necessary resources are available to credentials submitted in a form and manner established by the
accomplish maintenance to support the organisation approval. Authority.
 Establish and promote the safety and quality policy  The person or persons nominated shall be able to
demonstrate relevant knowledge, background and satisfactory
 Demonstrate a basic understanding of this Part. experience related to aircraft or component maintenance and
demonstrate a working knowledge of this Part.
The Accountable Manager, it is normally intended to mean the Chief  Procedures shall make clear who deputises for any particular
Executive Officer of the approved maintenance organization, who by person in the case of lengthy absence of the said person.
virtue of position has overall (including in particular financial)
responsibility for running the organization.
The Accountable Manager maybe the accountable manager for more
than one organization and is not required to be necessarily
knowledgeable on technical matters as the maintenance organization
exposition defines the maintenance standards.
When the accountable manager is not the chief executive officer the
Authority will need to be assured that such accountable manager has
direct access to chief executive officer and has the sufficiency of
“maintenance funding” allocation
The organisation shall nominate a person or group of persons, whose

responsibilities include ensuring that the organisation complies with

Dependent upon the size of the organisation, the Part-145 The quality monitoring function may be contracted to an appropriate
functions may be subdivided under individual managers or organisation approved under Part 145 or to a person with appropriate
combined in any number of ways technical knowledge and extensive experience of quality audits
employed on a part time basis, with the agreement of the Authority.
The organization should have, dependent upon the extent of approval:
The organisation may adopt any title for the foregoing managerial
 Base Maintenance Manager
positions but should identify to the Authority the titles and persons
 Line Maintenance Manager chosen to carry out these functions.
 Workshop Manager Where an organisation chooses to appoint managers for all or any
combination of the identified Part-145 functions because of the size
 Quality Manager of the undertaking, it is necessary that these managers report
ultimately through either the base maintenance manager or line
maintenance manager or workshop manager or quality manager,
All of whom should report to the accountable manager except in small as appropriate, to the accountable manager.
Part-145 organisation where any one manager may also be the
accountable manager, as determined by the Authority, he/she may Certifying staff may report to any of the managers specified
also be the line maintenance manager or the workshop manager. depending upon which type of control the approved maintenance
organisation uses (for example licensed engineers/independent
The nominated managers are responsible for ensuring that all inspection/dual function supervisors etc.) so long as the quality
maintenance, including defect rectification, required to be carried out compliance monitoring staff remain independent.
in the hangar, on the line or in the workshops, as appropriate, is
carried out to the requirements and standards of Part 145. They are
also responsible for any corrective action resulting from the quality
compliance monitoring of their department functions and products.
The Quality Manager is responsible for monitoring the Quality
System, including the associated feedback system. The appointed
person shall have direct access to the Accountable Manager to
ensure that he is kept properly informed on quality and compliance
matters. Monitoring the Quality System includes requesting remedial
action as necessary by the Accountable Manager and the nominated
persons.

SMALL PART 145 ORGANIZATIONS SUFFICIENCY OF PERSONNEL

The normal minimum requirement is for the employment on a full-time The organisation shall have a maintenance man-hour plan showing
basis (not less than 35 hours per week, except during vacation that the organisation has sufficient staff to plan, perform, supervise,
periods) of two persons who meet the competent authorities inspect and quality monitor the organisation in accordance with the
requirements for certifying staff, whereby one holds the position approval. In addition the organisation shall have a procedure to
of "Maintenance Engineer" and the other holds the position of "Quality reassess work intended to be carried out when actual staff availability
Audit Engineer". is less than the planned staffing level for any particular work shift or
period.
Either person can assume the responsibilities of the Accountable
Manager but the “Maintenance Engineer" should be the certifying In order to ensure organisational stability at least half the maintenance
person to retain the independence of the "Quality Audit Engineer" to staff on any shift in each workshop, hangar or line should be a
carry out audits. Nothing prevents either engineer from undertaking permanently employed by the organisation. It follows that contract
maintenance tasks providing that the "Maintenance Engineer" issues staff on any shift should be less than half of the total. Contract staffs
the certificate of release to service. are employed by another organisation.
The "Quality Audit Engineer" should have similar qualifications and Contract staff, being part time or full time should be made aware that
status to the “maintenance engineer" for reasons of credibility, unless when working for the organisation they are subjected to compliance
he/she has a proven track-record in aircraft quality assurance, in with the organisation’s procedures specified in the maintenance
which case some reduction in the extent of maintenance qualifications organisation exposition relevant to their duties.
may be permitted.
The maintenance man-hour plan should take into account all
In cases where the Authority agrees that it is not practical for maintenance activities carried out outside the scope of the Part-145
the organisation to nominate a post holder for the quality monitoring approval. The planned absence (for training, vacations, etc.) should
function, this function may be contracted out. be considered when developing man-hour plan.
Since quality monitoring can be contracted out, the absolute minimum The maintenance man-hour plan should relate to the anticipated
requirement for Part 145 organisation staffing is one full time person maintenance work load except that when the organisation cannot
who meets the Part 66 requirements for certifying staff and holds the predict such workload, due to the short term nature of its contracts,
position of Accountable Manager, Maintenance Engineer and is also then such plan should be based upon the minimum maintenance
certifying staff. In this case no other person may issue a CRS and workload needed for commercial viability.
therefore during such absence of this person no maintenance may be
released.

Maintenance work load includes all necessary work such as, but not The procedure requires amongst others that planners, mechanics,
limited to, planning, maintenance record checks, production of specialised services staff, supervisors and certifying staff are
worksheets/cards in paper or electronic form, accomplishment of assessed for competence by 'on the job' evaluation and/or by
maintenance, inspection and the completion of maintenance records. examination relevant to their particular job role within the
organisation before unsupervised work is permitted. A record of the
In the case of aircraft base maintenance, the maintenance man-hour
qualification and competence assessment should be kept.
plan should relate to the aircraft hangar visit plan
Adequate initial and recurrent training should be provided and
In the case of aircraft component maintenance, the maintenance
recorded to ensure continued competence.
man-hour plan should relate to the aircraft component planned
maintenance In addition to the necessary expertise related to the job function,
competence must include an understanding of the application of
The quality monitoring compliance function man-hours should be
human factors and human performance issues appropriate to that
sufficient to carry out all audits required under an audit plan or
person's function in the organisation.
schedule. Where quality monitoring staff performs other functions, the
time allocated to such functions needs to be taken into account in “Human factors‘” means principles which apply to aeronautical
determining quality monitoring staff numbers. design, certification, training, operations and maintenance and which
seek safe interface between the human and other system
The maintenance man-hour plan should be reviewed at least every 3
components by proper consideration of human performance.
months and updated when necessary.
“Human performance” means human capabilities and limitations
Significant deviation from the maintenance man-hour plan should be
which have an impact on the safety and efficiency of aeronautical
reported through the departmental manager to the Quality Manager
operations.
and the Accountable Manager for review. Significant deviation means
more than a 25% shortfall in available man-hours during a calendar To assist in the assessment of competence, job descriptions are
month for any one of the departmental functions. recommended for each job role in the organisation. Basically, the
assessment should establish that:
a. Planners are able to interpret maintenance requirements into
COMPETENCE OF PERSONNEL
maintenance tasks, and have an appreciation that they have
The organisation shall establish and control the competence of no authority to deviate from the maintenance data.
personnel involved in any maintenance, management and/or quality
b. Mechanics are able to carry out maintenance tasks to any
audits in accordance with a procedure and to a standard agreed by
standard specified in the maintenance data and will notify
the Authority.
supervisors of mistakes requiring rectification to re-establish
required maintenance standards.

c. Specialised services staff are able to carry out specialised HUMAN FACTORS AND PERFORMANCE TRAINING
maintenance tasks to the standard specified in the
Part 145 lays great stress on Human Factors and Performance. This
maintenance data and will both inform and await instructions
should be compared with Subpart F which makes no mention of this
from their supervisor in any case where it is not possible
requirement.
to complete the specialised maintenance in accordance
with the maintenance data. In respect to the understanding of the application of human factors
and human performance issues, maintenance, management, and
d. Supervisors are able to ensure that all required maintenance
quality audit personnel should be assessed for the need to receive
tasks are carried out and where not completed or where it
initial human factors training.
is evident that a particular maintenance task cannot be
carried out to the maintenance data, then such problems will “All maintenance, management, and quality audit personnel should
be reported to the Quality Manager for appropriate action. In receive human factors continuation training”.
addition, for those supervisors who also carry out maintenance This should concern to a minimum:
tasks that they understand such tasks should not be
undertaken when incompatible with their management  Post holders, managers, supervisors.
responsibilities.
 Certifying staff, technicians, and mechanics.
e. Certifying staff are able to determine when the aircraft or
 Technical support personnel such as, planners, engineers,
aircraft component is ready to release to service and when it
technical record staff.
should not be released to service.
f. Planners, specialised services staff, supervisors and certifying  Quality control/assurance staff.
staff, a knowledge of organisation procedures relevant to  Specialised services staff.
their particular role in the organisation is important
 Human factors staff/ human factors trainers.
g. Quality audit staff are able to monitor compliance with
Part-145 identifying non-compliance in an effective and timely  Store department staff, purchasing department staff.
manner so that the organisation may remain in compliance  Ground equipment operators.
with Part-145.
 Contract staff in the above categories.
Initial human factors training should cover all the topics of the training
The above list is not exclusive and may include other categories of syllabus specified in the Part 145 Guidance Material either as a
personnel. dedicated course or else integrated within other training. The syllabus

may be adjusted to reflect/meet the particular nature of work for each Human factors training may be conducted by the maintenance
function within the organisation. organisation itself, or independent trainers or any training
organisations acceptable to the Authority.
For example:
The Human factors training procedures should be specified in the
 Small organisations not working in shifts may cover in less
maintenance organisation Exposition.
depth subjects related to teamwork and communication.
 Planners may cover in more depth the scheduling and
planning objective of the syllabus and in less depth the FUEL TANK SAFETY TRAINING
objective of developing skills for shift working. Additional training in fuel tank safety as well as associated inspection
 Initial human factors training should be provided to applicable standards and maintenance procedures should be required for
personnel within 6 months of joining the maintenance maintenance organisations technical personnel, especially technical
organisation, but temporary staff may need be trained shortly personnel involved in the compliance of CDCCL tasks
after joining the organisation to cope with the duration of
employment.
Personnel being recruited from another maintenance organisation
approved under Part 145 and temporary staff should be assessed for
the need to receive any additional Human factors training to meet the
new maintenance organisation’s human factors approved training
standard.
The purpose of human factors continuation training is primarily to
ensure that staff remains current in terms of human factors and also
to collect feedback on human factors issues. Consideration should be
given to the possibility that such training has the involvement of the
quality department. There should be a procedure to ensure that
feedback is formally passed from the trainers to the quality
department to initiate action where necessary.
Human factors continuation training should be of an appropriate
duration in each two year period in relation to relevant quality audit
findings and other internal/external sources of information available to
the organisation on human errors in maintenance.

NON DESTRUCTIVE TESTING AND SPECIALISED TASK board, examinations should be conducted by personnel or
PERSONNEL organisations under the general control of the NDT board designated
by the Authority.
The organisation shall ensure that personnel who carry out and/or
control a continued airworthiness non-destructive test of aircraft The Authority can approve an NDT board function to an organisation
structures and/or components are appropriately qualified for the subject to acceptable procedures described and approved in the
particular non-destructive test (NDT) in accordance with the European Exposition.
or equivalent Standard recognised by the Authority.
Particular non-destructive test means any one or more of the
“Personnel qualified in Part 66 Category B1 may carry out and/or following:
control colour contrast dye penetrant tests”.
 Dye penetrant.
Personnel who carry out any other specialised task shall be
appropriately qualified in accordance with officially recognised  Magnetic particle.
Standards.  Eddy current.
Continued airworthiness NDT means testing specified by the TC  Ultrasonic and radiographic methods including X-ray and
holder /aircraft or engine or propeller manufacturer in accordance with gamma ray.
the maintenance data for in service aircraft/aircraft components for the
purpose of determining the continued fitness of the product to operate New methods are and will be developed, such as, but not limited to
safely. thermography and shearography, which are not specifically addressed
by EN 4179. Until such time as an agreed standard is established
Appropriately qualified means to Level 1, 2 or 3 as defined by the such methods should be carried out in accordance with the particular
European Standard 4179:2000 (EN 4179) dependent upon the non- equipment manufacturer’s recommendations including any training
destructive testing function to be carried out. and examination process to ensure competence of the personnel with
Even though Level 3 personnel may be qualified via EN 4179 to the process.
establish and authorise methods, techniques, etc., this does not Any maintenance organisation approved under Part 145 that carries
permit such personnel to deviate from methods and techniques out NDT should establish NDT specialist qualification procedures
published by the TC holder/manufacturer in the form of continued detailed in the Exposition and accepted by the Authority.
airworthiness data, such as in non-destructive test manuals or SBs,
unless the manual or SB expressly permits such deviation. Boroscoping and other techniques such as delamination coin tapping
are non-destructive inspections (NDI) rather than NDT. The
EN 4179 refers to a national aerospace NDT board. All examinations maintenance organisation should establish an Exposition procedure,
should be conducted by personnel or organisations under the general accepted by the Authority, to ensure that personnel who carry out NDI
control of such a board. In the absence of a national aerospace NDT are properly trained and assessed for their competence with the

process. The referenced standards, methods, training and procedures Any organization carrying out base maintenance on small aircraft:
should be specified in the MOE.
Shall have appropriate aircraft type rated certifying staff qualified as
NDI, not being considered as NDT by Part 145 is not listed in under Category B1,B2, B3 as appropriate, in accordance with Part 66 and
class rating D1. Part 145 carrying out small aircraft base maintenance.
Shall have appropriate (small) aircraft type rated certifying staff
qualified as Category C assisted by support staff in accordance with
CERTIFYING STAFF REQUIREMENTS
Part 66 and Part 145 to carry out small aircraft base maintenance.
Any organization carrying out line maintenance on any aircraft:
Shall have appropriate aircraft type rated certifying staff qualified as
Category B1,B2, B3 as appropriate in accordance with Part 66 and
Part 145 to carry out aircraft line maintenance.
May have appropriately task trained certifying staff qualified as
Category A in accordance with Part 66 and Part 145 to carry out
minor scheduled line maintenance and simple defect rectification.
Any organization carrying out base maintenance on large aircraft:

Shall have appropriate (large) aircraft type rated certifying staff
qualified as Category C in accordance with Part 66 and Part 145 to
carry out large aircraft base maintenance.
Shall have sufficient (large) aircraft type rated staff qualified as
Category B1 and B2 in accordance with Part 66 and Part 145 to
support the Category C certifying staff in carrying out large aircraft
base maintenance

LINE MAINTENANCE PART 145 – TASKS CERTIFIED BY CATEGORY A PERSONNEL

For line maintenance, the availability of Category A shall not replace Examples of typical tasks permitted after appropriate task training to
the need for category B1, B2, B3 certifying staff, as appropriate. be carried out by the Category A for the purpose of the Category A
issuing an aircraft CRS are:
The requirement of having appropriate aircraft rated certifying
staff qualified as category B1, B2, B3, as appropriate, in the case of  Replacement of wheel assemblies.
aircraft line maintenance does not imply that the organisation must
have B1, B2 and B3 personnel at every line station. The MOE should  Replacement of wheel brake units.
have a procedure on how to deal with defects requiring B1, B2 or B3  Replacement of emergency equipment.
certifying staff.
 Replacement of ovens, boilers and beverage makers.
For the purposes of category A and B2 personnel, minor scheduled
line maintenance means any minor scheduled inspection/check up to  Replacement of internal and external lights, filaments and
and including a weekly check specified in the aircraft maintenance flash tubes.
programme.  Replacement of windscreen wiper blades.
For aircraft maintenance programmes that do not specify a  Replacement of passenger and cabin crew seats, seat belts
weekly check, the Authority will determine the most significant check and harnesses.
that is considered equivalent to a weekly check.
 Closing of cowlings and refitment of quick access inspection
Typical tasks permitted after appropriate task training to be panels.
carried out by the category A and B2 personnel for the purpose
of these personnel issuing an aircraft certificate of release to service  Replacement of toilet system components but excluding gate
as specified in Part 145 as part of minor scheduled line maintenance valves.
or simple defect rectification.  Simple repairs and replacement of internal compartment doors
and placards but excluding doors forming part of a pressure
structure.
 Simple repairs and replacement of overhead storage
compartment doors and cabin furnishing items.

BASE MAINTENANCE facility is registered subject to the conditions specified in

Appendix IV to this Part.
For base maintenance, B1 and B2 support staff shall ensure that all
relevant tasks or inspections have been carried out to the required  For line maintenance carried out at a line station of an
standard before the category C certifying staff issues the certificate of organisation which is located outside the State of Qatar, the
release to service. certifying staff may be qualified in accordance with the national
The organisation shall maintain a register of any such B1 and B2 aviation regulations of the State in which the line station is
support staff. based, subject to the conditions specified in Appendix IV to
this Part.
The category C certifying staff shall ensure that Category B1 and B2
support staff have carried out their task in full and to the required  For a repetitive pre-flight airworthiness directive which
standard and that all work required by the customer has been specifically states that the flight crew may carry out such
accomplished during the particular base maintenance check or work airworthiness directive, the organisation may issue a limited
package, and shall also assess the impact of any work not carried out certification authorisation to the aircraft commander and/or the
with a view to either requiring its accomplishment or agreeing with the flight engineer on the basis of the flight crew licence held.
operator to defer such work to another specified check or time limit. 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
COMPONENT MAINTENANCE airworthiness directive to the required standard.
Component certifying staff shall comply with Part-66.  In the case of aircraft operating away from a supported
location the organisation may issue a limited certification
authorisation to the commander and/or the flight engineer on
CERTIFYING STAFF REQUIREMENTS -DEROGATION the basis of the flight crew licence held subject to being
satisfied that sufficient practical training has been carried out
There are specific circumstances in which, by way of derogation, the to ensure that the commander or flight engineer can
requirements for certifying staff described above need not apply. For accomplish the specified task to the required standard. The
the special circumstances specified, organisation may use certifying provisions of this paragraph shall be detailed in an exposition
staff qualified in accordance with the following provisions procedure
 For organisation facilities located outside the State of Qatar  In the following unforeseen cases, where an aircraft is
certifying staff may be qualified in accordance with the national grounded at a location other than the main base where no
aviation regulations of the State in which the organisation appropriate certifying staffs are available, the organisation

contracted to provide maintenance support may issue a one- In those situations where the requirement for a one-off authorisation
off certification authorisation to issue a CRS for a task on an aircraft type for which certifying staff
does not hold a type-rated authorisation has been identified, the
i. To one of its employees holding equivalent type authorisations
following procedure is recommended:
on aircraft of similar technology, construction and systems; or
1. Flight crew should communicate full details of the defect to the
ii. To any person with not less than five years maintenance
operator’s supporting maintenance organisation of the defect.
experience and holding a valid ICAO aircraft maintenance
If necessary the supporting maintenance organisation will then
licence rated for the aircraft type requiring certification
request the use of a one-off authorisation from the quality
provided there is no organisation appropriately approved
department.
under this Part at that location and the contracted organisation
obtains and holds on file evidence of the experience and the 2. When issuing a one off authorisation, the quality department of
licence of that person. the organisation should verify that:
For the purposes of this sub-paragraph “unforeseen” means that a. Full technical details relating to the work required to be
the aircraft grounding could not reasonably have been predicted by carried out have been established and passed on the
the operator because the defect was unexpected due to being part of certifying staff.
a hitherto reliable system.
b. The organisation has an approved procedure in place for
A one-off authorisation should only be considered for issue by the co-ordinating and controlling the total maintenance activity
quality department of the contracted organisation after it has made a undertaken at the location under the authority of the one
reasoned judgement that such a requirement is appropriate under the off authorisation.
circumstances and at the same time maintaining the required
c. The person to whom a one-off authorisation is issued has
airworthiness standards. The organisations quality department will
been provided with all the necessary information and
need to assess each situation individually prior to the issuance of a
guidance relating to maintenance data and any special
one-off authorization
technical instructions associated with the specific task
A one-off authorisation should not be issued where the level of undertaken. A detailed step by step worksheet has been
certification required could exceed the knowledge and experience defined by the organisation, communicated to the one-off
level of the person it is issued to. In all cases, due consideration authorisation holder.
should be given to the complexity of the work involved and the
d. The person holds authorisations of equivalent level and
availability of required tooling and/or test equipment needed to
scope on other aircraft type of similar technology,
complete the work.
construction and systems.

3. The one-off authorisation holder should sign off the detailed limitations stated in such authorisation on behalf of the
step by step worksheet when completing the work steps. The approved organisation.
completed tasks should be verified by visual examination
Adequate understanding of the relevant aircraft and/or aircraft
and/or normal system operation upon return to an
component(s) to be maintained together with the associated
appropriately approved Part-145 maintenance facility
organization procedures means that the person has received
All such cases as specified in this subparagraph shall be reported to training and has relevant maintenance experience on the product
the Authority within seven days of the issuance of such certification type and associated organization procedures such that the
authorisation. The organisation issuing the one-off authorisation shall person understands how the product functions, what are the more
ensure that any such maintenance that could affect flight safety is re- common defects with associated consequences.
checked by an appropriately approved organisation
The organisation should hold copies of all documents that attest to
qualification, and to recent experience
CERTIFYING STAFF AND SUPPORT STAFF AUTHORIZATIONS Excepting those cases listed in points where derogations are in place
(as above) the organisation may only issue a certification
The Part 145 organisation shall ensure that certifying staff and
authorisation to certifying staff in relation to the basic categories or
support staff have an adequate understanding of the relevant aircraft
subcategories and any type rating listed on the aircraft maintenance
and/or components to be maintained together with the associated
licence as required by Part-66, subject to the licence remaining valid
organisation procedures. In the case of certifying staff, this shall be
throughout the validity period of the authorisation and the certifying
accomplished before the issue or re-issue of the certification
staff remaining in compliance with Part-66.
authorisation
The organisation issues the certification authorisation when satisfied
i. “Support staff” means those staff holding a Part-66 aircraft
that compliance has been established with the appropriate
maintenance licence in category B1, B2 and/or B3 with the
paragraphs of Part-145 and Part-66. In granting the certification
appropriate aircraft ratings, working in a base maintenance
authorisation the maintenance organisation approved under Part-145
environment while not necessarily holding certification
needs to be satisfied that the person holds a valid Part-66 aircraft
privileges.
maintenance licence and may need to confirm such fact with the
ii. Relevant aircraft and/or components, means those aircraft or Authority of the State that issued the licence.
components specified in the particular certification
The organisation shall ensure that all certifying staff and support staff
authorisation.
are involved in at least 6 months of actual relevant aircraft or
iii. “Certification authorisation” means the authorisation issued to component maintenance experience in any consecutive 2-year period.
certifying staff by the organisation and which specifies the fact
that they may sign certificates of release to service within the

For the purpose of this paragraph “involved in actual relevant aircraft authorisations to certifying staff. Such person may nominate other
or component maintenance” means that the person has worked in an persons to actually issue or revoke the certification authorisations in
aircraft or component maintenance environment and has either accordance with a procedure as specified in the Exposition.
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.
Except where any of the unforeseen cases of 145.A.30 (j) (5) apply,
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 specified in the
exposition prior to the issue or re-issue of a certification authorisation
under this Part
When all requirements have been fulfilled by the certifying staff and
they have been assessed as competent, the organisation shall issue a
certification authorisation that clearly specifies the scope and limits of
such authorisation.
The certification authorisation only remains valid as long as all the
requirements for issue continue to be met. This includes continuation
training.
The certification authorisation must be in a style that makes its scope
clear to the certifying staff and any authorised person who may need
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 Authority, the Authority
and the Authority who has responsibility for the oversight of the
maintained aircraft or component
The person responsible for the Quality System shall also remain
responsible on behalf of the organisation for issuing certification

CERTIFYING STAFF AND SUPPORT STAFF ASSESSMENT CERTIFYING STAFF AND SUPPORT STAFF CONTINUATION
TRAINING
All prospective certifying staff are required to be assessed for
competence, qualification and capability related to intended The organisation shall assess all prospective certifying staff for their
certifying duties. There are a number of ways in which such competence, qualification and capability to carry out their intended
assessment may be carried out but the following points need to be certifying duties in accordance with a procedure as specified in the
considered to establish an assessment procedure that fits the exposition prior to the issue or re-issue of a certification authorisation
particular organisation. under this Part
Competence and capability can be assessed by working the person Continuation training is a two way process to ensure that certifying
under the supervision of either another certifying person or a quality staff remain current in terms of procedures, human factors and
auditor for sufficient time to arrive at a conclusion. Sufficient time technical knowledge and that the organisation receives feedback on
could be as little as a few weeks if the person is fully exposed to the adequacy of its procedures and maintenance instructions.
relevant work.
Due to the interactive nature of this training, consideration should be
It is not required to assess against the complete spectrum of intended given to the possibility that such training has the involvement of
duties. When the person has been recruited from another approved the quality department to ensure that feedback is actioned.
maintenance organisation and was a certifying person in that Alternatively, there should be a procedure to ensure that feedback is
organization then the organisation should accept a written formally passed from the training department to the quality
confirmation from the person responsible for running the quality department to initiate action.
system about the person.
Continuation training should cover changes in relevant requirements
Qualification assessment means collecting copies of all documents such as Part-145, changes in organisation procedures and the
that attest to qualification, such as the licence and/or any modification standard of the products being maintained plus human
authorisation held. This should be followed by a confirmation factor issues identified from any internal or external analysis of
check with the organisation(s) that issued such document(s) and incidents.
finally a comparison check for differences between the product type
It should also address instances where staff failed to follow
ratings on the qualification documents and the relevant product types
procedures and the reasons why particular procedures are not
maintained by the organisation. This latter point may reveal a need for
always followed.
product type differences training.
In many cases the continuation training will reinforce the need to
follow procedures and ensure that incomplete or incorrect procedures
are identified to the company in order that they can be corrected. This

does not preclude the possible need to carry out a quality audit of should be specified in the maintenance organization exposition unless
such procedures. such training is undertaken by an organisation approved under Part-
147 when such details may be specified under the approval and cross
Continuation training should be of sufficient duration in each 2 year
referenced in the maintenance organisation exposition.
period to meet the intent of Part 145 and may be split into a number
of separate elements. The organisation shall establish a programme for continuation training
for certifying staff and support staff, including a procedure to ensure
Part 145 requires such training to keep certifying staff updated in
compliance with the relevant paragraphs of 145.A.35 as the basis for
terms of relevant technology, procedures and human factors issues
issuing certification authorisations under this Part to certifying staff,
which means it is one part of ensuring quality. Therefore sufficient
and a procedure to ensure compliance with Part 66.
duration should be related to relevant quality audit findings and other
internal / external sources of information available to the organisation The programme for continuation training should list all certifying staff
on human errors in maintenance. and support staff and when training will take place, the elements of
such training and an indication that it was carried out reasonably on
This means that in the case of an organisation that maintains aircraft
time as planned. Such information should subsequently be transferred
with few relevant quality audit findings, continuation training could be
to the certifying staff and support staff record.
limited to days rather than weeks, whereas a similar organisation with
a number of relevant quality audit findings, such training may take
several weeks.
For an organisation that maintains aircraft components, the duration
of continuation training would follow the same philosophy but should
be scaled down to reflect the more limited nature of the activity. For
example certifying staff who release hydraulic pumps may only
require a few hours of continuation training whereas those who
release turbine engine may only require a few days of such training.
The content of continuation training should be related to relevant
quality audit findings and it is recommended that such training is
reviewed at least once in every 24 month period.
The method of training is intended to be a flexible process and could,
for example, include a Part-147 continuation training course,
aeronautical college courses, internal short duration courses,
seminars. The elements, general content and length of such training

CERTIFYING STAFF AND SUPPORT STAFF RECORDS f) Experience

The organisation shall maintain a record of all certifying staff and g) Qualifications relevant to the authorisation
support staff, which shall contain:
h) Scope of the authorization
 The details of any aircraft maintenance licence held under i) Date of first issue of the authorization
Annex III (Part-66); and
j) If appropriate - expiry date of the authorization
 All relevant training completed; and
k) Identification Number of the authorisation
 The scope of the certification authorisations issued, where
relevant; and
 Particulars of staff with limited or one-off certification The record may be kept in any format but should be controlled by the
authorisations. organisation's quality department. This does not mean that the quality
department should run the record system.
The organisation shall retain the record for at least three years after
the staff referred to in this paragraph have ceased employment with Persons authorised to access the system should be maintained at a
the organisation or as soon as the authorisation has been withdrawn. minimum to ensure that records cannot be altered in an
unauthorised manner or that such confidential records become
In addition, upon request, the maintenance organisation shall furnish accessible to unauthorised persons.
the staff referred to in this paragraph with a copy of their personal
record on leaving the organisation. The Authority is an authorised person when investigating the records
system for initial and continued approval or when the Authority has
The staff referred to in this paragraph shall be given access on cause to doubt the competence of a particular person.
request to their personal records as detailed above.
The organisation shall provide certifying staff with a copy of their
The following minimum information as applicable should be kept on certification authorisation in either a documented or electronic format.
record in respect of each certifying staff and support staff:
Certifying staff shall produce their certification authorisation to any
a) Name authorised person within 24 hours.
b) Date of Birth
c) Basic Training
d) Type Training
e) Continuation Training

EQUIPMENT, TOOLS, MATERIALS/ACCEPTANCE OF The control of these tools and equipment requires that the
COMPONENTS organisation has a procedure to inspect/service and, where
appropriate, calibrate such items on a regular basis and indicate to
The organisation shall have available and use the necessary
users that the item is within any inspection or service or calibration
equipment, tools and material to perform the approved scope of work.
time-limit.
Where the manufacturer specifies a particular tool or equipment, the
A clear system of labelling all tooling, equipment and test
organisation shall use that tool or equipment, unless the use of
equipment is therefore necessary giving information on when the next
alternative tooling or equipment is agreed by the Authority via
inspection or service or calibration is due and if the item is
procedures specified in the exposition.
unserviceable for any other reason where it may not be obvious. A
Equipment and tools must be permanently available, except in the register should be maintained for all precision tooling and equipment
case of any tool or equipment that is so infrequently used that its together with a record of calibrations and standards used.
permanent availability is not necessary. Such cases shall be detailed
Inspection, service or calibration on a regular basis should be in
in an exposition procedure.
accordance with the equipment manufacturers' instructions except
An organisation approved for base maintenance shall have sufficient where the organisation can show by results that a different time period
aircraft access equipment and inspection platforms/docking such that is appropriate in a particular case
the aircraft can be properly inspected.
Once the applicant for approval has determined the intended
ACCEPTANCE OF COMPONENTS
scope of approval for consideration by the Authority, it will be
necessary to show that all tools and equipment as specified in the All components shall be classified and appropriately segregated into
maintenance data can be made available when needed. the following categories:
All such tools and equipment that require to be controlled in terms of  Serviceable components which are in a satisfactory condition,
servicing or calibration by virtue of being necessary to measure released on a QCAA Form 1 or equivalent and marked in
specified dimensions and torque figures etc should be clearly accordance with Part-21 Subpart Q.
identified and listed in a control register including any personal tools
and equipment that the organisation agrees can be used.  Unserviceable components which shall be maintained in
accordance with this section.
The organisation shall ensure that all tools, equipment and particularly
test equipment, as appropriate, are controlled and calibrated  Unsalvageable components which are classified below
according to an officially recognised standard at a frequency to ensure  Standard parts used on an aircraft, engine, propeller or other
serviceability and accuracy. Records of such calibrations and aircraft component when specified in the manufacturer's
traceability to the standard used shall be kept by the organisation. illustrated parts catalogue and/or the maintenance data.

 Material both raw and consumable used in the course of FABRICATION OF PARTS
maintenance when the organisation is satisfied that the The organisation may fabricate a restricted range of parts to be used
material meets the required specification and has appropriate in the course of undergoing work within its own facilities provided
traceability. All material must be accompanied by procedures are identified in the exposition.
documentation clearly relating to the particular material and
containing conformity to specification statement plus both the The agreement by the Authority for the fabrication of parts by
manufacturing and supplier source. the approved maintenance organisation should be formalised through
the approval of a detailed procedure in the Maintenance Organisation
Exposition. This AMC contains principles and conditions to be taken
Prior to installation of a component, the organisation shall ensure that into account for the preparation of an acceptable procedure.
the particular component is eligible to be fitted when different Fabrication, inspection assembly and test should be clearly within the
modification and/or airworthiness directive standards may be technical and procedural capability of the organisation;
applicable.
All necessary data to fabricate the part should be approved either by
The QCAA Form 1 or equivalent identifies the status of an aircraft the Competent Authority of the State of Design, or the Authority,
component. Block 12 "Remarks" on the QCAA Form 1 in some or the TC holder, or design organisation approved by the
cases contains vital airworthiness related information which may Competent Authority of the State of Design, or STC holder.
need appropriate and necessary actions.
Items fabricated by an organisation approved under Part-145 may
The receiving organisation should be satisfied that the only be used by that organisation in the course of overhaul,
component in question is in satisfactory condition and has been maintenance, modifications, or repair of aircraft or components
appropriately released to service. In addition, the organisation should undergoing work within its own facility. The permission to fabricate
ensure that the component meets the approved data/standard, such does not constitute approval for manufacture, or to supply externally
as the required design and modification standard. This may be and the parts do not qualify for certification on QCAA Form 1.
accomplished by reference to the manufacturer's parts catalogue or
other approved data (i.e. Service Bulletin). This prohibition also applies to the bulk transfer of surplus inventory,
in that locally fabricated parts are physically segregated and excluded
Care should also be taken in ensuring compliance with applicable from any delivery certification.
airworthiness directives and the status of any life limited parts fitted to
the aircraft component as well as Critical Design Configuration Control Fabrication of parts, modification kits etc for onward supply and/or
Limitations sale may not be conducted by an organisation approved under Part-
145.

The data required may include repair procedures involving the It is not acceptable to fabricate any item to pattern unless an
fabrication of parts. Where the data on such parts is sufficient to engineering drawing of the item is produced which includes any
facilitate fabrication, the parts may be fabricated by an necessary fabrication processes and which is acceptable to the
organisation approved under Part-145. Authority.
Care should be taken to ensure that the data include details of Where a TC-holder or an approved production organisation is
part numbering, dimensions, materials, processes, and any special prepared to make available complete data which is not referred to in
manufacturing techniques, special raw material specification or/and aircraft manuals or service bulletins but provides manufacturing
incoming inspection requirement and that the approved drawings for items specified in parts lists, the fabrication of these
organisation has the necessary capability. That capability should be items is not considered to be within the scope of an approval unless
defined by way of exposition content. agreed otherwise by the Authority in accordance with a procedure
specified in the exposition.
Where special processes or inspection procedures are defined in
the approved data which are not available at the organisation the Any locally fabricated part should be subjected to an inspection
organisation cannot fabricate the part unless the TC/STC-holder gives stage before, separately, and preferably independently from, any
an approved alternative. inspection of its installation. The inspection should establish full
compliance with the relevant manufacturing data, and the part should
Examples of fabrication under the scope of a Part-145 approval can
be unambiguously identified as fit for use by stating conformity to the
include but are not limited to the following:
approved data.
a) Fabrication of bushes sleeves and shims.
Adequate records should be maintained of all such fabrication
b) Fabrication of secondary structural elements and skin panels. processes including, heat treatment and the final inspections. All
c) Fabrication of control cables. parts, except those having not enough space, should carry a part
number which clearly relates it to the manufacturing/inspection data.
d) Fabrication of flexible and rigid pipes. Additional to the part number the organisation’s identity should be
e) Fabrication of electrical cable looms and assemblies. marked on the part for traceability purposes
f) Formed or machined sheet metal panels for repairs

All the above fabricated parts, should be in accordance with
data provided in overhaul or repair manuals, modification schemes
and service bulletins, drawings or otherwise approved by the
Authority.

UNSALVAGEABLE COMPONENTS reappeared for sale and in the active parts inventories of the aviation
community.
Components which have reached their certified life limit or contain a
non-repairable defect shall be classified as unsalvageable and shall Misrepresentation of the status of components and the practice
not be permitted to re-enter the component supply system unless of making such items appear serviceable have resulted in the
certified life limits have been extended or a repair solution has been use of unsalvageable nonconforming Components.
approved according to Part-21.
Therefore Organisations disposing of unsalvageable aircraft
The following types of components should typically be classified as components should consider the possibility of such components
unsalvageable: later being misrepresented and sold as serviceable components.
Caution should be exercised to ensure that unsalvageable
 Components with non-repairable defects, whether visible or
components are disposed of in a manner that does not allow them to
not to the naked eye;
be returned to service.
 Components that do not meet design specifications, and
cannot be brought into conformity with such specifications;
 Components subjected to unacceptable modification or rework
that is irreversible;
 Certified life-limited parts that have reached or exceeded
their certified life limits, or have missing or incomplete
records;
 Components that cannot be returned to airworthy condition
due to exposure to extreme forces, heat or adverse
environment;
 Components for which conformity with an applicable
airworthiness directive cannot be accomplished;
 Components for which maintenance records and/or traceability
to the manufacturer cannot be retrieved.
It is common practice for possessors of aircraft components to
dispose of unsalvageable components by selling, discarding, or
transferring such items. In some instances, these items have


MAINTENANCE DATA/ PRODUCTION PLANNING Each maintenance organization approved under Part-145 should
hold and use the following minimum maintenance data relevant
MAINTENANCE DATA
to the organisation’s approval class rating. All maintenance related
Documents to be Held and Used Implementing Rules and associated AMCs, approval specifications
The organisation shall hold and use applicable current maintenance and Guidance Material, all applicable national maintenance
data in the performance of maintenance, including modifications and requirements and notices of the Competent Authority of the State of
repairs. Design and the Authority which have not been superseded by a
requirement, procedure or directive and all applicable airworthiness
“Applicable” means relevant to any aircraft, component or process directives plus any non-national airworthiness directive supplied by a
specified in the organisation's approval class rating schedule and in contracted non-Qatari operator or customer as well as Critical
any associated capability list. Design Configuration Control Limitations.
In the case of maintenance data provided by an operator or customer, Expanding on the above maintenance data requirements,
the organisation shall hold such data when the work is in progress. organisations with approval ratings as shown should hold:
For the purposes of this Part, applicable maintenance data shall be
any of the following:
 Any applicable requirement, procedure, operational directive
or information issued by the authority responsible for the
oversight of the aircraft or component;
 Any applicable airworthiness directive issued by the authority
responsible for the oversight of the aircraft or component;
 Instructions for continuing airworthiness, issued by type
certificate holders, supplementary type certificate holders, any
other organisation required to publish such data by Part-21
and in the case of aircraft or components from foreign
countries the airworthiness data mandated by the authority
responsible for the oversight of the aircraft or component;
 Any applicable standard, such as but not limited to,
maintenance standard practices recognised by the Authority
as a good standard for maintenance;


Category A, B, and C additional maintenance data means in relation improved maintenance standards and shall inform the type-certificate
to the maintenance work scope at each particular maintenance holder of such changes. Maintenance instructions for the purposes of
facility. For example, a base maintenance facility should have almost this paragraph means instructions on how to carry out the particular
complete set(s) of the maintenance data whereas a line maintenance maintenance task: they exclude the engineering design of repairs and
facility may need only the maintenance manual and the parts modifications
catalogue.
The exposition procedure should address the need for a practical
demonstration by the mechanic to the quality personnel of the
proposed modified maintenance instruction.
INADEQUATE OR INCORRECT DATA
When satisfied the quality personnel should approve the modified
The organisation shall establish procedures to ensure that if found,
maintenance instruction and ensure that the type certificate or
any inaccurate, incomplete or ambiguous procedure, practice,
supplementary type certificate holder is informed of the modified
information or maintenance instruction contained in the maintenance
maintenance instruction.
data used by maintenance personnel is recorded and notified to the
author of the maintenance data. The procedure should include a paper/electronic traceability of
the complete process from start to finish and ensure that the
The referenced procedure should ensure that when maintenance
relevant maintenance instruction clearly identifies the
personnel discover inaccurate, incomplete or ambiguous
modification.
information in the maintenance data they should record the
details. The procedure should then ensure that the Part-145 Modified maintenance instructions should only be used in the
approved maintenance organisation notifies the problem to the following circumstances:
author of the maintenance data in a timely manner.
 Where the type certificate / supplementary type certificate
A record of such communications to the author of the maintenance holders original intent can be carried out in a more practical or
data should be retained by the Part-145 approved organization until more efficient manner.
such time as the type certificate holder has clarified the issue by e.g.
amending the maintenance data.  Where the type certificate / supplementary type certificate
holders original intent cannot be achieved by following the
The referenced procedure should be specified in the maintenance maintenance instructions.
organization exposition
For example, where a component cannot be replaced following the
The organisation may only modify maintenance instructions in original maintenance instructions.
accordance with a procedure specified in the maintenance
organisation's exposition. With respect to those changes, the  For the use of alternative tools / equipment.
organisation shall demonstrate that they result in equivalent or

Important Note: Critical Design Configuration Control Limitations to the particular maintenance task or tasks contained in such
(CDCCL) are airworthiness limitations. Any modification of the maintenance data.
maintenance instructions linked to CDCCL constitutes an aircraft
Work cards and worksheets may be computer generated and held on
modification that should be approved in accordance with Part-21.
an electronic database subject to both adequate safeguards against
unauthorised alteration and a back-up electronic database which shall
WORK INSTRUCTIONS be updated within 24 hours of any entry made to the main electronic
database.
The organisation shall provide a common work card or worksheet
system to be used throughout relevant parts of the organisation. The Complex maintenance tasks shall be transcribed onto the work cards
maintenance organisation should: or worksheets and subdivided into clear stages to ensure a record of
the accomplishment of the complete maintenance task.
 Transcribe accurately the maintenance data onto such work
cards or worksheets, or Where the organisation provides a maintenance service to an aircraft
operator who requires their work card or worksheet system to be used
 Make precise reference to the particular maintenance tasks or then such work card or worksheet system may be used. In this case,
tasks contained in such maintenance data making reference to the organisation shall establish a procedure to ensure correct
the CDCCL where applicable. completion of the aircraft operators' work cards or worksheets.
Relevant parts of the organisation means with regard to aircraft base
maintenance, aircraft line maintenance, engine workshops,
mechanical workshops and avionic workshops. Therefore, engine MAINTENANCE DATA AVAILABILITY AND CURRENCY
workshops for example should have a common system throughout The organisation shall ensure that all applicable maintenance data is
such engine workshops that may be different to that in the aircraft readily available for use when required by maintenance personnel.
base maintenance
Data being made available to personnel maintaining aircraft means
The work cards should differentiate and specify, when relevant, that the data should be available in close proximity to the aircraft
disassembly, accomplishment of task, reassembly and testing. In the being maintained for supervisors, mechanics and certifying staff to
case of a lengthy maintenance task involving a succession of study.
personnel to complete such a task, it may be necessary to use
supplementary work cards or worksheets to indicate what was Where computer systems are used, the number of computer terminals
actually accomplished by each individual person. should be sufficient in relation to the size of the work programme to
enable easy access, unless the computer system can produce paper
The organisation shall either transcribe accurately the maintenance copies. Where microfilm or microfiche readers/printers are used, a
data onto such work cards or worksheets or make precise reference similar requirement is applicable.

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.
To keep data up to date a procedure should be set up to monitor the

amendment status of all data and maintain a check that all
amendments are being received by being a subscriber to any
document amendment scheme.
Special attention should be given to TC related data such as
certification life limited parts, airworthiness limitations and
Airworthiness Limitation Items (ALI), etc.

PRODUCTION PLANNING  Man-hours availability

SCHEDULING  Preparation of work,
The organisation shall have a system appropriate to the amount and  Hangar availability,
complexity of work to plan the availability of all necessary personnel,
tools, equipment, material, maintenance data and facilities in order to  Environmental conditions (access, lighting standards and
ensure the safe completion of the maintenance work. cleanliness)
Depending on the amount and complexity of work generally  Co-ordination with internal and external suppliers, etc.
performed by the maintenance organisation, the planning system  Scheduling of safety-critical tasks during periods when staff
may range from a very simple procedure to a complex are likely to be most alert.
organisational set-up including a dedicated planning function in
support of the production function.
For the purpose of Part-145, the production planning function HUMAN FACTORS
includes two complementary elements: The planning of maintenance tasks, and the organising of shifts, shall
 Scheduling the maintenance work ahead, to ensure that it will take into account human performance limitations
not adversely interfere with other work as regards the Limitations of human performance, in the context of planning safety
availability of all necessary personnel, tools, equipment, related tasks, refers to the upper and lower limits, and variations,
material, maintenance data and facilities. of certain aspects of human performance (Circadian rhythm / 24
 During maintenance work, organising maintenance teams and hours body cycle) which personnel should be aware of when
shifts and provides all necessary support to ensure the planning work and shifts.
completion of maintenance without undue time pressure.
When establishing the production planning procedure, consideration
should be given to the following:
 Logistics,
 Inventory control,
 Square meters of accommodation,
 Man-hours estimation,

HANDOVER
When it is required to hand over the continuation or completion of
maintenance tasks for reasons of a shift or personnel changeover,
relevant information shall be adequately communicated between
outgoing and incoming personnel.
The primary objective of the changeover / handover information is to
ensure effective communication at the point of handing over the
continuation or completion of maintenance actions. Effective task and
shift handover depends on three basic elements:
 The outgoing person’s ability to understand and communicate
the important elements of the job or task being passed over to
the incoming person.
 The incoming person’s ability to understand and assimilate the
information being provided by the outgoing person.
 A formalised process for exchanging information between
outgoing and incoming persons and a planned shift overlap
and a place for such exchanges to take place

CERTIFICATION OF MAINTENANCE/ MAINTENANCE RECORDS In case of base maintenance this takes the form of a separate task
OCCURRENCE REPORTING sign off for the maintenance and installation task.
CERTIFICATION OF MAINTENANCE The certificate of release to service should contain the following
statement:
'Certifies that the work specified except as otherwise specified
A certificate of release to service shall be issued before flight at the
was carried out in accordance with Part-145 and in respect to
completion of any maintenance.
that work the aircraft/aircraft component is considered ready
A certificate of release to service shall be issued by appropriately for release to service'.
authorised certifying staff on behalf of the organisation when it has
Reference should also be made to the QCAA Part-145 approval
been verified that all maintenance ordered has been properly carried
number.
out by the organisation in accordance with the procedures specified in
the organizations’ Exposition, taking into account the availability and The certificate of release to service should relate to the task specified
use of the maintenance data and there are no non-compliances which in the (S) TC holders or operator's instruction or the aircraft
are known to endanger flight safety. maintenance program which itself may cross-refer to maintenance
data.
Endangers the “flight safety” means any instances where safe
operation could not be assured or which could lead to an unsafe The date such maintenance was carried out should include when the
condition. It typically includes, but is not limited to, significant cracking, maintenance took place relative to any life or overhaul limitation
deformation, corrosion or failure of primary structure, any evidence of in terms of date/flying hours/cycles/landings etc., as appropriate.
burning, electrical arcing, significant hydraulic fluid or fuel leakage and
When extensive maintenance has been carried out, it is acceptable
any emergency system or total system failure.
for the certificate of release to service to summarise the maintenance
An airworthiness directive overdue for compliance is also considered as long as there is a unique cross-reference to the work package
a hazard to flight safety containing full details of maintenance carried out. Dimensional
information should be retained in the work-pack record
A component which has been maintained off the aircraft needs the
issuance of a certificate of release to service for such
maintenance and another certificate of release to service in regard
to being installed properly on the aircraft when such action occurs.
When an organisation maintains a component for use by the same
organisation, a QCAA Form 1 may not be necessary depending upon
the organisation’s internal release procedures defined in the
maintenance organisation exposition.

WORK OUTSIDE OF CUSTOMER WORK ORDER INSTRUCTIONS release to service. This will allow the Authority to investigate the
OR UNABLE TO BE COMPLETED matter.
New defects or incomplete maintenance work orders identified during The Exposition procedure relating to incomplete maintenance does
the above maintenance shall be brought to the attention of the aircraft not normally permit the issue of a certificate of release to service in
operator for the specific purpose of obtaining agreement to rectify the case of noncompliance and should state what action the
such defects or completing the missing elements of the maintenance mechanic, supervisor and certifying staff should take to bring the
work order. matter to the attention of the relevant department or person
responsible for technical co-ordination with the aircraft operator
In the case where the aircraft operator declines to have such
so that the issue may be discussed and resolved with the
maintenance carried out when the organisation is unable to complete
aircraft operator.
all maintenance ordered, it may issue a certificate of release to
service within the approved aircraft limitations. The organisation shall In addition, the appropriate person(s) should be kept informed in
enter such fact in the aircraft certificate of release to service before writing of such possible non-compliance situations and this should be
the issue of such certificate. included in the procedure.
Being unable to complete all maintenance ordered, means that the
maintenance required by the aircraft operator could not be completed COMPONENT RELEASE TO SERVICE
due either to running out of available aircraft maintenance downtime
A certificate of release to service shall be issued at the completion of
for the scheduled check or by virtue of the condition of the aircraft
any maintenance on a component whilst off the aircraft. The
requiring additional maintenance downtime.
authorised release certificate “QCAA Form 1” constitutes the
The aircraft operator is responsible for ensuring that all required component certificate of release to service. When an organisation
maintenance has been carried out before flight and therefore requires maintains a component for its own use, a QCAA Form 1 may not be
such operator to be informed in the case where full compliance cannot necessary depending upon the organisation‘s internal release
be achieved within the operator’s limitations. If the operator agrees to procedures defined in the exposition.
the deferment of full compliance, then the certificate of release to
The purpose of the certificate is to release
service may be issued subject to details of the deferment, including
assemblies/items/components/parts (hereafter referred to as item(s))
the operator’s authority, being endorsed on the certificate.
after maintenance and to release maintenance work carried out on
Whether or not the aircraft operator does have the authority to such items under the approval of a Authority and to allow items
defer maintenance is an issue between the aircraft operator and the removed from one aircraft/aircraft component to be fitted to another
Authority. In case of doubt concerning such a decision of the aircraft/aircraft component
operator, the approved maintenance organisation should inform
the Authority of such doubt, before issuing of the certificate of

The certificate is to be used for export/import purposes, as well as for subject to the aircraft operator agreement and said component having
domestic purposes, and serves as an official certificate for items a suitable release certificate but otherwise in compliance with all
from the manufacturer/maintenance organisation to users. applicable maintenance and operational requirements.
It can only be issued by organisations approved by the particular Such components shall be removed by the above prescribed time limit
Authority within the scope of the approval. unless an appropriate release certificate has been obtained.
The certificate may be used as a rotable tag by utilising the available Suitable release certificate means a certificate which clearly states
space on the reverse side of the certificate for any additional that the aircraft component is serviceable; that clearly specifies
information and dispatching the item with two copies of the certificate the organisation releasing said component together with details of
so that one copy may be eventually returned with the item to the the authority under whose approval the organisation works
maintenance organisation. The alternative solution is to use existing including the approval or authorisation reference.
rotable tags and also supply a copy of the certificate.
Compliance with all other Part-145 and operator requirements means
A certificate should not be issued for any item when it is making an appropriate entry in the aircraft technical log, checking
known that the item is unserviceable except in the case of an item for compliance with type design standards, modifications, repairs,
undergoing a series of maintenance processes at several airworthiness directives, life limitations and condition of the aircraft
maintenance organisations approved under Part-145 and the item component plus information on where, when and why the aircraft was
needs a certificate for the previous maintenance process carried out grounded.
for the next maintenance organisation approved under Part-145 to
accept the item for subsequent maintenance processes. In such
case, a clear statement of limitation should be endorsed in Block 12.
Note: Aircraft may not be released using the certificate
Non-availability of a component with the appropriate release
certificate with aircraft ground at a location other than main line
station.
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,

MAINTENANCE RECORDS the module and should show compliance with any mandatory
requirements pertaining to that module.
Records to be kept
Reconstruction of lost or destroyed records can be done by reference
The organisation shall record all details of maintenance work carried
to other records which reflect the time in service, research of records
out. As a minimum, the organisation shall retain records necessary to
maintained by repair facilities and reference to records maintained by
prove that all requirements have been met for issuance of the
individual mechanics etc. When these things have been done and the
certificate of release to service, including subcontractor's release
record is still incomplete, the owner/operator may make a statement in
documents.
the new record describing the loss and establishing the time in service
Properly executed and retained records provide owners, based on the research and the best estimate of time in service. The
operators and maintenance personnel with information essential in reconstructed records should be submitted to the Authority for
controlling unscheduled and scheduled maintenance, and acceptance. Additional maintenance may be required.
troubleshooting to eliminate the need for re-inspection and rework to
establish airworthiness. The prime objective is to have secure
and easily retrievable records with comprehensive and legible Form of Records
contents
The maintenance record can be either a paper or computer
The organisation shall provide a copy of each certificate of release to system or any combination of both.
service to the aircraft operator, together with a copy of any specific
Paper systems should use robust material which can withstand
approved repair/modification data used for repairs/modifications
normal handling and filing. The record should remain legible
carried out. Maintenance records should refer to the revision status of
throughout the required retention period.
the data used.
Computer systems may be used to control maintenance and/or record
Associated maintenance data is specific information such as repair
details of maintenance work carried out. Computer systems used for
and modification data. This does not necessarily require the
maintenance should have at least one backup system which should
retention of all Aircraft Maintenance Manual, Component
be updated at least within 24 hours of any maintenance. Each
Maintenance Manual, IPC etc issued by the TC holder or STC
terminal is required to contain programme safeguards against the
holder.
ability of unauthorised personnel to alter the database
Some gas turbine engines are assembled from modules and a true
total time in service for a total engine is not kept. When owners and
operators wish to take advantage of the modular design, then total
time in service and maintenance records for each module is to be
maintained. The maintenance records as specified are to be kept with

Retention of Records
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.
 The records under this paragraph shall be stored in a manner
that ensures protection from damage, alteration and theft.
 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.
Where an organisation approved under this Part 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 shall be stored as specified by the
Authority.

OCCURRENCE REPORTING The organisation shall make such reports in a form and manner
established by the Authority and ensures that they contain all
The organisation shall report to the Authority, the state of registry and
pertinent information about the condition and evaluation results known
the organisation responsible for the design of the aircraft or
to the organisation.
component any condition of the aircraft or component identified by the
organisation that has resulted or may result in an unsafe condition Each report should contain at least the following information:
that hazards seriously the flight safety. Airworthiness No. 13 -
 Organisation name and approval reference.
Occurrence Reporting as amended provides further guidance on
occurrence reporting. The organisation responsible for the design is  Information necessary to identify the subject aircraft and / or
normally the TC holder of the aircraft, engine or propeller and/or if component.
known the STC holder.
 Date and time relative to any life or overhaul limitation in
The organisation shall establish an internal occurrence reporting terms of flying hours/cycles/landings etc. as appropriate.
system as detailed in the exposition to enable the collection and
evaluation of such reports, including the assessment and extraction of  Details arising out of the internal occurrence reporting system
those occurrences to be reported. This procedure shall identify  Any other relevant information found during the evaluation or
adverse trends, corrective actions taken or to be taken by the rectification of the condition
organisation to address deficiencies and include evaluation of all
known relevant information relating to such occurrences and a Where the organisation is contracted by a commercial operator to
method to circulate the information as necessary. carry out maintenance, the organisation shall also report to the
operator any such condition affecting the operator's aircraft or
The aim of occurrence reporting is to identify the factors contributing component.
to incidents, and to make the system resistant to similar errors. An
occurrence reporting system should enable and encourage free The organisation shall produce and submit such reports as soon as
and frank reporting of any (potentially) safety related occurrence. This practicable but in any case within 72 hours of the organisation
will be facilitated by the establishment of a just culture. An identifying the condition to which the report relates
organisation should ensure that personnel are not inappropriately
punished for reporting or co-operating with occurrence investigations.
The internal reporting process should be closed-loop, ensuring that
actions are taken internally to address safety hazards. Feedback to
reporters, both on an individual and more general basis, is important
to ensure their continued support for the scheme

SAFETY AND QUALITY POLICY AND MAINTENANCE All procedures, and changes to those procedures, should be verified
PROCEDURES and validated before use where practicable.
All technical procedures should be designed and presented in
accordance with good human factors principles
SAFETY AND QUALITY POLICY
The maintenance procedures established or to be established by the
The organisation shall establish a safety and quality policy for the
organisation under this paragraph shall cover all aspects of carrying
organisation to be included in the Exposition.
out the maintenance activity, including the provision and control of
The safety and quality policy should as a minimum include a specialised services and lay down the standards to which the
statement committing the organisation to: organisation intends to work.
 Recognise safety as a prime consideration at all times Specialised services includes any specialised activity, such as,
but not limited to non-destructive testing requiring particular skills
 Apply Human factors principles
and/or qualification. The qualification of personnel is covered
 Encourage personnel to report maintenance related elsewhere in Part 145 but, in addition, there is a need to
errors/incidents establish maintenance procedures that cover the control of any
specialised process.
 Recognise that compliance with procedures, quality standards,
safety standards and regulations is the duty of all personnel With regard to aircraft line and base maintenance, the organisation
shall establish procedures
 Recognise the need for all personnel to cooperate with the
quality auditors.  Minimise the risk of multiple errors
The organisation shall establish procedures agreed by the Authority  Capture errors on critical systems
taking into account human factors and human performance to ensure
 Ensure that no person is required to carry out and inspect in
good maintenance practices and compliance with this Part which shall
relation to a maintenance task involving some element of
include a clear work order or contract such that aircraft and
disassembly/reassembly of several components of the same
components may be released to service.
type fitted to more than one system on the same aircraft during
Maintenance procedures should be held current such that they reflect a particular maintenance check.
best practice within the organisation. It is the responsibility of all
However, when only one person is available to carry out these tasks
organisations’ employees to report any differences via their
then the organisation's work card or worksheet shall include an
organisation’s internal occurrence reporting mechanisms.
additional stage for re-inspection of the work by this person after
completion of all the same tasks

The purpose of this procedure is to minimise the rare possibility of an In order to prevent omissions, every maintenance task or group of
error being repeated whereby the identical aircraft components are tasks should be signed-off. To ensure the task or group of tasks is
not reassembled thereby compromising more than one system. completed; it should only be signed-off after completion.
One example is the remote possibility of failure to reinstall engine Work by unauthorised personnel (i.e. temporary staff, trainee,) should
gearbox access covers or oil filler caps on all engines of a be checked by authorised personnel before they sign-off.
multiengine aircraft resulting in major oil loss from all engines. Another
The grouping of tasks for the purpose of signing-off should allow
example is the case of removal and re-fitment of oil filler caps, which
critical steps to be clearly identified
should require a re-inspection of all oil filler caps after the last oil filler
cap, has supposedly been refitted. A “sign-off” is a statement by the competent person performing or
supervising the work, that the task or group of tasks has been
Procedures should be established to detect and rectify maintenance
correctly performed. A sign-off relates to one step in the maintenance
errors that could, as minimum, result in a failure, malfunction, or
process and is therefore different to the release to service of the
defect endangering the safe operation of the aircraft if not performed
aircraft. “Authorised personnel” mean personnel formally authorised
properly.
by the maintenance organisation approved under Part-145 to sign-off
The procedure should identify the method for capturing errors, and the tasks. “Authorised personnel” are not necessarily “certifying staff”.
maintenance tasks or processes concerned. In order to determine the
The maintenance organization should ensure that when carrying out a
work items to be considered, the following maintenance tasks should
modification, repair or maintenance, Critical Design Configuration
primarily be reviewed to assess their impact on safety:
Control Limitations are not compromised; this will require the
 Installation, rigging and adjustments of flight controls, development or appropriate procedures where necessary by the
maintenance organization.
 Installation of aircraft engines, propellers and rotors,
Maintenance procedures shall be established to ensure that damage
 Overhaul, calibration or rigging of components such as is assessed and modifications and repairs are carried out using
engines, propellers, transmissions and gearboxes, approved data as required under Part-21.
But additional information should also be processed, such as:
 Previous experiences of maintenance errors, depending on
the consequence of the failure,
 Information arising from the “occurrence reporting system”.

QUALITY SYSTEM Normally the independent audit should ensure that all aspects of Part-
145 compliance are checked every 12 months and may be carried out
The organisation shall establish a quality system that includes
as a complete single exercise or subdivided over the 12 month period
independent audits in order to monitor:
in accordance with a scheduled plan.
 Compliance with required aircraft/aircraft component
The independent audit does not require each procedure to be
standards and
checked against each product line when it can be shown that the
 The adequacy of the procedures to ensure that such particular procedure is common to more than one product line and the
procedures invoke good maintenance practices and airworthy procedure has been checked every 12 months without resultant
aircraft/aircraft components. findings.
In the smallest organisations the independent audit part of the quality Where findings have been identified, the particular procedure should
system may be contracted to another organisation approved under be rechecked against other product lines until the findings have been
this Part or a person with appropriate technical knowledge and proven rectified after which the independent audit procedure may revert back
satisfactory audit experience; and to 12 monthly for the particular procedure.
The primary objectives of the quality system are to enable the Normally the independent audit should sample check one product on
organisation to ensure that it can deliver a safe product and that each product line every 12 months as a demonstration of the
organisation remains in compliance with the requirements. effectiveness of maintenance procedures compliance. It is
recommended that procedures and product audits be combined by
An essential element of the quality system is the independent audit.
selecting a specific product example, such as an aircraft or engine or
The independent audit is an objective process of routine sample instrument and sample checking all the procedures and requirements
checks of all aspects of the organisation’s ability to carry out all associated with the specific product example to ensure that the end
maintenance to the required standards and includes some product result should be an airworthy product.
sampling as this is the end result of the maintenance process. It
For the purpose of the independent audit a product line includes any
represents an objective overview of the complete maintenance related
product under an Appendix II approval class rating as specified in the
activities and is intended to complement the requirement for certifying
approval schedule issued to the particular organisation.
staff to be satisfied that all required maintenance has been properly
carried out before issue of the certificate of release to service. It therefore follows for example that a maintenance organisation
approved under Part- 145 with a capability to maintain aircraft, repair
Independent audits should include a percentage of random audits
engines, brakes and autopilots would need to carry out 4 complete
carried out on a sample basis when maintenance is being carried out.
audit sample checks each year
This means some audits during the night for those organisations that
work at night.

The sample check of a product means to witness any relevant testing For the medium sized maintenance organisation approved under
and visually inspect the product and associated documentation. The Part-145, being an organisation with less than about 500
sample check should not involve repeat disassembly or testing unless maintenance staff, it is acceptable to use competent personnel from
the sample check identifies findings requiring such action. one section/department not responsible for the production function,
procedure or product to audit the section/department that is
Where the smallest organisation, that is an organisation with a
responsible subject to the overall planning and implementation being
maximum of 10 personnel actively engaged in maintenance,
under the control of the quality manager.
chooses to contract the independent audit element of the quality
system it is conditional on the audit being carried out twice in every 12 Organisations with a maximum of 10 maintenance staff actively
month period. engaged in carrying out maintenance may contract the independent
audit element of the quality system to another organisation or a
Where the organisation has line station the quality system should
qualified and competent person approved by the Authority.
describe how these are integrated into the system and include a plan
to audit each listed line station at a frequency consistent with the A quality feedback reporting system to the nominated persons
extent of flight activity at the particular line station. Normally, the (managers) and ultimately to the accountable manager that ensures
maximum period between audits of a particular line station should not proper and timely corrective action is taken in response to reports
exceed 24 months. resulting from the independent audits.
The Authority may agree to increase any of the audit time periods by The quality feedback system may not be contracted to outside
up to 100% provided that there is no safety related findings and persons. The principal function of the quality feedback system is to
subject to being satisfied that the organisation has a good record of ensure that all findings resulting from the independent quality audits of
rectifying findings in a timely manner the organisation are properly investigated and corrected in a timely
manner and to enable the accountable manager to be kept informed
A report should be raised each time an audit is carried out describing
of any safety issues and the extent of compliance with Part-145
what was checked and the resulting findings against applicable
requirements, procedures and products. The independent quality audit reports should be sent to the
relevant department(s) for rectification action giving target rectification
The independence of the audit should be established by always
dates. Rectification dates should be discussed with such
ensuring that audits are carried out by personnel not responsible for
department(s) before the quality department or nominated quality
the function, procedure or products being checked. It therefore follows
auditor confirms such dates in the report.
that a large maintenance organization approved under Part-145,
being an organisation with more than about 500 maintenance staff The relevant department(s) are required by to rectify findings and
should have a dedicated quality audit group whose sole function is to inform the quality department or nominated quality auditor of such
conduct audits, raise finding reports and follow up to check that rectification.
findings are being rectified.

The accountable manager should hold regular meetings with staff to

check progress on rectification except that in the large
organisations such meetings may be delegated on a day to day
basis to the quality manager subject to the accountable manager
meeting at least twice per year with the senior staff involved to review
the overall performance and receiving at least a half yearly summary
report on findings of non-compliance.
All records pertaining to the independent quality audit and the
quality feedback system should be retained for at least 2 years after
the date of clearance of the finding to which they refer or for such
periods as to support changes to the audit time periods, whichever is
the longer

MAINTENANCE ORGANIZATION EXPOSITION (MOE) 10. The notification procedure for organisation changes;
Maintenance organisation exposition‘ means the document or 11. The maintenance organisation exposition amendment
documents that contain the material specifying the scope of work procedure;
deemed to constitute approval and showing how the organisation
12. The procedures and quality system established by the
intends to comply with this Part.
organisation
The organisation shall provide the Authority with a maintenance
13. A list of commercial operators, where applicable, to which the
organisation exposition, containing the following information:
organisation provides an aircraft maintenance service;
1. A statement signed by the accountable manager confirming
14. A list of subcontracted organisations, where applicable.
that the maintenance organisation exposition and any
referenced associated manuals define the organisation's 15. A list of line stations.
compliance with this Part and will be complied with at all times. 16. A list of contracted organisations, where applicable.
When the Accountable Manager is not the chief executive
officer of the organisation then such chief executive officer The purpose of the maintenance organisation exposition (MOE) is to
shall countersign the statement; set forth the procedures, means and methods of the organisation.
2. The organisation's safety and quality policy Compliance with its contents will assure compliance with the
requirements ofPart-145, which is a pre-requisite to obtaining and
3. The title(s) and name(s) of the persons nominated retaining a maintenance organisation approval certificate.
4. The duties and responsibilities of the persons nominated Item (1) to (11) constitutes the 'MANAGEMENT' part of the MOE
including matters on which they may deal directly with the and therefore could be produced as one document and made
Authority on behalf of the organisation; available to the nominated person(s) who should be reasonably
5. An organisation chart showing associated chains of familiar with its contents.
responsibility between the persons nominated. Item (6) list of certifying staff and B1 and B2 support staff may be
6. A list of certifying staff and support staff; produced as a separate document.
7. A general description of manpower resources; Item (12) constitutes the working procedures of the organisation and
therefore as stated in the requirement may be produced as any
8. A general description of the facilities located at each address
number of separate procedures manuals. It should be remembered
specified in the organisation's approval certificate;
that these documents should be cross-referenced from the
9. A specification of the organisation's scope of work relevant to management MOE.
the extent of approval;

Personnel are expected to be familiar with those parts of the manuals Whenever the Accountable Manager changes it is important to ensure
that are relevant to the maintenance work they carry out. that the new Accountable Manager signs the statement at the earliest
opportunity. Failure to carry out this action could invalidate the Part
The organisation should specify in the MOE who should amend
145 approval.
the manual particularly in the case where there are several parts.
When an organisation is approved against any other Part containing a
The quality manager should be responsible for monitoring the
requirement for an Exposition, a supplement covering the differences
amendment of the MOE, unless otherwise agreed by the Authority,
will suffice to meet the requirements except that the supplement
including associated procedures manuals and submission of the
should have an index showing where those parts missing from the
proposed amendments to the Authority. However the Authority may
supplement are covered.
agree via a procedure stated in the amendment section of the MOE
that some defined class of amendments may be incorporated without The information in the Exposition may be presented in any subject
prior approval by the Authority. order so long as all applicable subjects are covered.
The exposition should contain information, as applicable, on how the
maintenance organization complies with Critical Design Configuration
The MOE should cover four main parts:
Control Limitations (CDCCL) instructions
1. The management MOE covering the parts specified earlier.
Small maintenance organisations may combine the various items to
2. The maintenance procedures covering all aspects of how form a simple Exposition more relevant to their needs.
aircraft components may be accepted from outside sources
The organisation may use electronic data processing (EDP) for
and how aircraft will be maintained to the required standard.
publication of the MOE.
3. The quality system procedures including the methods of
The MOE should be made available to the approving Authority in a
qualifying mechanics, inspection, certifying staff and quality
form acceptable to the Authority. Attention should be paid to the
audit personnel.
compatibility of EDP publication systems with regard to the necessary
4. Contracting operator procedures and paperwork. dissemination of the MOE, both internally and externally.
The Accountable Manager’s Exposition statement should confirm that
the procedures in the Exposition and any referenced manual define
the organization and the way in which it works to ensure compliance
with Part 145. It should also acknowledge that it will be necessary that
it will be necessary to comply with any new requirements or
regulations issued by the Authority and that the Authority has the right
to suspend, limit or remove the approval.

PRIVILEGES OF THE ORGANIZATION Working under the Quality System of an organisation appropriately
approved under Part 145 (sub-contracting) refers to the case of one
In accordance with the scope specified in the Exposition and on the
organisation, not itself appropriately approved to Part 145, that carries
approval, the organisation shall be entitled to carry out the following
out aircraft line maintenance or minor engine maintenance or
tasks:
maintenance of other aircraft components or a specialised service as
a) Maintain any aircraft and/or component for which it is a subcontractor for an organisation that is appropriately approved
approved at the locations identified in the approval certificate under Part 145.
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
this Part and is limited to the work scope permitted the
organisation’s procedures. 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.
e) Issue CRSs in respect of completion of maintenance.

To be appropriately approved to subcontract the organisation should b) To permit the acceptance of aircraft maintenance up to but not
have a procedure for the control of such subcontractors. including a base maintenance check by organisations not
appropriately approved under Part 145 when it is unrealistic to
Any approved maintenance organisation that carries out maintenance
expect direct approval by the Authority.
for another approved maintenance organisation within its own
approval scope is not considered to be subcontracting. c) To permit the acceptance of component maintenance
Maintenance of engines or engine modules other than a complete d) To permit the acceptance of engine maintenance up to but not
workshop maintenance check or overhaul is intended to mean any including a workshop maintenance check or overhaul of an
maintenance that can be carried out without disassembly of the core engine or engine module by organisations not appropriately
engine or, in the case of modular engines, without disassembly of any approved under Part 145 when it is unrealistic to expect direct
core module. approval by the Authority.
Note: For those organisations approved under Part 145 that The Authority will determine when it is unrealistic to expect direct
are also certificated by the FAA under FAR Part 145 it should approval by the Authority but, in general, it is considered unrealistic if
be noted that FAR Part 145 is more restrictive in respect of only one or two organisations intend to use the sub-contract
maintenance activities that can be contracted or sub- organisation.
contracted to another maintenance organisation. It is
When maintenance is carried out under the sub-contract control
therefore recommended that any listing of contracted or sub-
system it means that for the duration of such maintenance, the Part
contracted maintenance organisations should identify which
145 approval has been temporarily extended to include the sub-
meet the Part 145 criteria and which meet the FAR Part 145
contractor. It therefore follows that those parts of the sub-contractor`s
criteria.
facilities personnel and procedures involved with the maintenance
organisation’s products undergoing maintenance should meet Part
SUB-CONTRACTING 145 requirements for the duration of that maintenance and it remains
the organisation’s responsibility to ensure such requirements are
The fundamental reasons for allowing an organisation approved under
satisfied.
Part- 145 to sub-contract certain maintenance tasks are:
For the subcontracted tasks, the organisation is not required to have
a) To permit the acceptance of specialised maintenance
complete facilities for maintenance that it needs to sub-contract but it
services, such as, but not limited to, plating, heat treatment,
should have its own expertise to determine that the sub-contractor
plasma spray, fabrication of specified parts for minor repairs /
meets the necessary standards. However an organisation cannot be
modifications, etc., without the need for direct approval by the
approved unless it has the in-house facilities, procedures and
Authority in such cases.
expertise to carry out the majority of maintenance for which it wishes
to be approved in terms of the number of class ratings.

The organisation may find it necessary to include several specialist In the case of sub-contractors who provide specialised services it may
subcontractors to enable it to be approved to completely certify the for practical reasons be necessary to use their specialised services
release to service of a particular product. Examples could be personnel, approved data and material subject to acceptance by the
specialist welding, electro-plating, painting etc. To authorise the use organisation approved under Part 145.
of such subcontractors, the Authority will need to be satisfied that the
Unless the sub-contracted maintenance work can be fully inspected
organisation has the necessary expertise and procedures to control
on receipt by the organisation approved under Part 145 it will be
such subcontractors.
necessary for such organisation to supervise the inspection and
An organisation working outside the scope of its approval schedule is release from the sub-contractor. Such activities should be fully
deemed to be not approved. Such an organisation may in this described in the organisation procedure. The organisation will need
circumstance operate only under the sub-contract control of another to consider whether to use its own staff or authorise the sub-
organisation approved under Part 145. contractor's staff.
Authorisation to sub-contract is indicated by the Authority accepting The CRS may be issued either at the sub-contractor or at the
the MOE containing a specific procedure on the control of sub- organisation facility by staff issued a certification authorisation by the
contractors. organisation approved under Part-145. Such staff would normally
come from the organisation approved under Part 145 but may
otherwise be a person from the sub-contractor who meets the
CONTROL OF SUBCONTRACTORS NOT APPROVED UNDER
approved maintenance organisation certifying staff standard which
PART 145
itself is approved by the competent authority via the MOE.
A pre-audit procedure should be established whereby the
The CRS and the EASA Form 1, or equivalent, will always be issued under
maintenance organisations’ subcontract control section, which may the maintenance organisation approval reference.
also be the Quality System independent audit section, should audit a
prospective sub-contractor to determine whether those services of the The sub-contract control procedure will need to record audits of the
sub-contractor that it wishes to use meets the intent of Part 145. subcontractor, to have a corrective action follow up plan and to know
when subcontractors are being used. The procedure should include a
The organisation approved under Part 145 needs to assess to what clear revocation process for sub-contractors who do not meet the Part
extent it will use the sub-contractor`s facilities. As a general rule the 145 approved maintenance organisation’s requirements.
organisation should require its own paperwork, approved data and
material/spare parts to be used, but it could permit the use of tools, The Part 145 quality audit staff will need to audit the sub-contract
equipment and personnel from the sub-contractor as long as such control section and sample audit sub-contractors unless this task is
tools, equipment and personnel meet the requirement of Part 145. already carried out by the quality audit staff as stated in the pre audit
procedure.

The contract between the Part 145 approved maintenance  Any of the nominated managers.
organisation and the sub- contractor should contain a provision for the
Authority and QCAA standardization team to have right of access to  The facilities, procedures, work scope and staff that could
the sub-contractor. affect the approval.
In the case of proposed changes in personnel not known to the
management beforehand, these changes shall be notified at the
LIMITATIONS ON THE ORGANIZATION earliest opportunity.
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. CONTINUED VALIDITY
This requirement is intended to cover the situation where the larger An approval is issued for an unlimited duration and shall remain valid
organisation may temporarily not hold all the necessary tools, subject to:
equipment etc., for an aircraft type or variant specified in the a) The organisation remaining in compliance with this Part, in
organisation's approval. It means that the Authority need not amend accordance with the provisions related to the handling of
the approval to delete the aircraft type or variants on the basis that it findings.
is a temporary situation and there is a commitment from the
b) The Authority being granted access to the organization to
organisation to re-acquire tools, equipment etc. before maintenance
determine continued compliance with this Part.
on the type may recommence.
c) The approval not being surrendered or revoked
Upon surrender or revocation, the approval certificate should be
CHANGES TO THE ORGANIZATION
returned to the Authority.
The approved Part-145 organisation shall notify the Authority of any
proposal to carry out any of the following changes before such
changes take place:
 The name of the organisation.
 The main location of the organisation.
 Additional locations of the organisation.
 The Accountable Manager.

FINDINGS APPENDIX IV
(a) A level 1 finding is any significant non-compliance with Conditions for the use of staff not qualified in accordance with Annex
Part-145 requirements which lowers the safety standard and III (Part-66) referred to in points 145.A.30 (j) 1 and 2
hazards seriously the flight safety.
1. Certifying staff in compliance with all the following conditions are
(b) A level 2 finding is any non-compliance with the Part-145 deemed to meet the intent of point 145.A.30 (j) (1) and (2):
requirements which could lower the safety standard and
(a) The person shall hold a licence or a certifying staff
possibly hazard the flight safety.
authorisation issued under national regulations in full
(c) After receipt of notification of findings according to the compliance with ICAO Annex 1.
Authority procedure, the holder of the maintenance
(b) The scope of work of the person shall not exceed the
organisation approval shall define a corrective action plan and
scope of work defined by the national licence or the certifying
demonstrate corrective action to the satisfaction of the
staff authorisation, whatever is the most restrictive.
Authority within a period agreed with the Authority.
(c) The person shall demonstrate he/she received the training
on human factors and aviation legislation referred to in
APPENDIXES modules 9 and 10 of Appendix I to Annex III (Part- 66).
For the purpose of reference and better understanding of the student (d) The person shall demonstrate 5 years maintenance
given below are the extracts from the appendixes to this part. experience for line maintenance certifying staff and 8 years for
base maintenance certifying staff. However, those persons
APPENDIX I
whose authorised tasks do not exceed those of a Part-66
Authorised Release Certificate — QCAA Form 1 category A certifying staff, need to demonstrate 3 years
The provisions of Appendix II to Annex I (Part-M) apply. maintenance experience only.
APPENDIX II (e) Line maintenance certifying staff and base maintenance

support staff shall demonstrate he/she received type training
Class and Ratings System used for the Approval of Maintenance and passed examination at the category B1, B2 or B3 level, as
Organisations referred to in Annex I (Part-M) Subpart F and Annex II applicable, referred to in Appendix III to Annex III (Part-66) for
(Part-145) The provisions of Appendix IV to Annex I (Part-M) apply. each aircraft type in the scope of work referred to in point (b).
APPENDIX III Those persons whose scope of work does not exceed those of
a category A certifying staff may however receive task training
Maintenance Organization Approval referred to in Part 145 in lieu of a complete type training.

(f) Base maintenance certifying staff shall demonstrate he/she

received type training and passed examination at the category
C level referred to in Appendix III to Annex III (Part-66) for
each aircraft type in the scope of work referred to in point (b),
except that for the first aircraft type, training and examination
shall be at the category B1, B2 or B3 level of Appendix III.
2. Protected rights
(a) The personnel having privileges before the entry into force
of the relevant requirements of Annex III (Part- 66) may
continue to exercise them without the need to comply with
points 1(c) to 1(f).
(b) However after that date any certifying staff willing to extend
the scope of their authorisation to include additional privileges
shall comply with point 1.
(c) Notwithstanding subparagraph 2(b) above, in the case of
additional type training, compliance with points 1(c) and 1(d) is
not required.



Operation of Commercial Air Transport
QCAR OPS 1 (Aeroplanes)

&
QCAR OPS 3 (Helicopters)

QCAR OPS 1 & QCAR OPS 3 -GENERAL clarification will be based on this material or other EASA
documentation, therefore , reference to a EASA in this Document
These regulations are formulated and met to govern the commercial may still be used for clarification and guidance
air transportation in the state of Qatar. These regulations are issued
by the Chairman of Qatar Civil Aviation Authority in exercising of the
powers conferred upon him by Article 4 of Law No. 15 of 2002 and Future development of the requirements of QCAR-OPS will be in
Article 4 of Law No. 16 of 2001 accordance with Notice of Proposed Rule Making (NPRM)
procedures. These procedures allow for the amendment of QCAR-
 QCAR OPS 1 – Commercial Air Transportation (Aeroplanes) OPS to be harmonized with amendments to EU-OPS and ICAO
 QCAR OPS 2 – General Operating and Flight Rules Annexes in a timely manner.
 QCAR OPS 3 – Commercial Air Transportation (Helicopters) There are two sections in this publication:
QCAR-OPS 2 prescribes general operating and flight rules for the • Section 1: Commercial Air Transport (Aeroplanes) Civil
operation of all civil aircraft registered in the State of Qatar and in Aviation Authority Regulations (QCAR – OPS 1)
other states while operation within State of Qatar territorial airspace. • Section 2: Contains Acceptable Means of Compliance
QCAR-OPS 3 prescribes requirements applicable to the operation of (AMC), Interpretative / Explanatory Material (IEM), and
any civil helicopter for the purpose of commercial Advisory Circulars (AC)
air transportation by any operator whose principal place of business is
in the State of Qatar. QCAR-OPS 3 does not apply to helicopters
when used in military, customs and police services.
The requirements in QCAR-OPS 3 are applicable no later than 1
August 1999 unless otherwise indicated.
Only QCAR Ops1 is discussed in this context.
Commercial Air Transport Operations (Aeroplanes) are regulated by
this regulation, which may be cited as (QCAR-OPS1), the European
EU-OPS and ICAO Annex 6 Vol.1 were selected as base for QCAR
OPS 1.
The Authority has adopted associated compliance or interpretative
material issued by European Aviation Safety Agency (EASA)
wherever possible and , unless specifically stated otherwise,

QCAR -OPS 1 Commercial Air Transportation (Aeroplanes) Layout Most of these Subparts (shown in lower case) do not concern aircraft
the requirements of QCAR -OPS 1 are laid out in subparts as follows: maintenance personnel so we will only look at those subparts that are
of interest (shown bold). Subpart M is important but much of the detail
Subpart A – Applicability
has been superseded by Part M.
Subpart B – General
Subpart C – Operator Certification and Supervision
Subpart D – Operational Procedures
Subpart E – All Weather Operations
Subpart F – Performance General
Subpart G – Performance Class A
Subpart H – Performance Class B
Subpart I – Performance Class C
Subpart J – Mass and Balance
Subpart K – Instruments and Equipment
Subpart L – Communication and Navigation Equipment
Subpart M – Aeroplane Maintenance
Subpart N – Flight Crew
Subpart O – Cabin Crew
Subpart P – Manual Logs and Records
Subpart R – Transport of Dangerous Goods by Air
Subpart S – Security

AIR OPERATOR’S CERTIFICATES (SUBPART C) An application (if the operator is Part 145 approved) must include the
following information:
1. The Operator's Continuing Airworthiness Management
Aircraft can only be operated for the purpose of commercial air
Exposition;
transport under the terms and conditions of an Air Operator’s
Certificate (AOC) 2. The operator's aeroplane maintenance programme(s);
3. The aeroplane technical log;
The AOC will specify: 4. Where appropriate, the technical specification(s) of the
maintenance contract(s) between the operator and any QCAR-
a) Name and location (principal place of business) of the
145 approved maintenance organisation;
operator;
5. The number of aeroplanes;
b) Date of issue and period of validity;
c) Description of the type of operations authorised;
An applicant for an AOC/P, or variation of an AOC/P, shall allow the
d) Type(s) of aeroplane(s) authorised for use;
Authority to examine all safety aspects of the proposed operation.
e) Registration markings of the authorised aeroplane(s) except
The applicant must:
that operators may obtain approval for a system to inform the
Authority about the registration markings for aeroplanes  Not hold an AOC/P issued by another Authority unless
operated under its AOC/P; specifically approved by the Authorities concerned;
f) Authorised areas of operation;  Have his principal place of business and, if any, his registered
g) Special limitations; and office located in the State responsible for issuing the AOC/P;
h) Special authorisations/approvals e.g . CAT III, ETOPS etc.)  Satisfy the Authority that he is able to conduct safe operations.
If an operator has aeroplanes registered in different Member States,

appropriate arrangements shall be made to ensure appropriate safety
oversight.

OPERATOR’S RESPONSIBILITIES Note that it is acceptable for a person to hold more than one of these
posts in smaller operations.
Procedures for the supervision have been defined. These shall
An operator shall grant the Authority access to his organisation and
include the following:
aeroplanes and shall ensure that, with respect to maintenance,
access is granted to any associated QCAR-145 maintenance  The operator must ensure that every flight is conducted in
organisation, to determine continued compliance with QCAR-OPS 1. accordance with the provisions of the Operations Manual.
An AOC/P will be varied, suspended or revoked if the Authority  The operator must arrange appropriate ground handling
is no longer satisfied that the operator can maintain safe facilities to ensure the safe handling of its flights.
operations.
 The operator must ensure that its aeroplanes are equipped
The operator must satisfy the Authority that: and its crews are qualified, as required for the area and type of
1. Its organisation and management are suitable and properly operation.
matched to the scale and scope of the operation; and  The operator must comply with the maintenance
2. Procedures for the supervision of operations have been requirements, in accordance with Part M, for all aeroplanes
defined. operated under the terms of its AOC/P.
The operator must have nominated an Accountable manager,  The operator must provide the Authority with a copy of the
acceptable to the Authority, who has corporate authority for ensuring Operations Manual, as specified in Subpart P and all
that all operations and maintenance activities can be financed and amendments or revisions to it.
carried out to the standard required by the Authority.  The operator must maintain operational support facilities at the
The operator must have nominated post holders, acceptable to the main operating base, appropriate for the area and type of
Authority, who are responsible for the management and supervision of operation.
the following areas,
 Flight operations;
 The maintenance system;
 Crew training; and
 Ground operations.

DOCUMENTS TO BE CARRIED (SUBPART B) For obvious reasons it is also important that information is retained on
the ground during the flight. This includes:
In Subpart B the requirement for documents to be carried is stated as
being, for each flight:  Relevant parts of the Technical Log.
1. Certificate of Registration.  Mass and Balance documentation.
2. Certificate of Airworthiness.
3. Noise Certificate (original or copy).
4. Air Operator’s Certificate (original or copy).
5. Appropriate licence for each crew member.
6. Aircraft Radio License
7. Third party liability insurance certificates (original or copy).
QCAR-OPS 1.125 APPENDIX 1 states that should documentation be

lost or stolen, operations may continue to base or a place where a
replacement document can be provided.
The following manuals must be carried:
1. Relevant parts of the current Operations Manual which must
be easily accessible to the crew.
2. Aeroplane Flight Manual unless the Authority has accepted
that the Operations Manual contains the relevant information
The following additional information and forms must also be carried:

1. Technical Log.
2. Mass and Balance documentation.
3. Information relevant to the flight.
AIRCRAFT PLACARDING (MARKINGS) (SUBPART K) QCAR-OPS 1.735:

Each aircraft for which an Airworthiness Certificate has been issued,  For aircraft with a maximum approved passenger seating
or there is an application for the issue of an Airworthiness Certificate, configuration of more than 19 a placard stating “crew only”
shall have an Aeroplane or Rotorcraft Flight Manual or Pilot's should be fixed to the door between the passenger
Operating Handbook currently approved by the Competent Authority compartment and the flight deck.
of the State of Design of the aircraft.
 Where doors or curtains provide access to passenger
The Aeroplane or Rotorcraft Flight Manual must contain details of the emergency exits they must be placarded, on the door or
markings, and placards required by the applicable regulations under adjacent to the curtain.
which the aeroplane or rotorcraft was type certificated.
Knowledge of the placards and markings required is important to
maintenance personnel since they must be checked for completeness QCAR-OPS 1.790:
and legibility when carrying out inspections.  Unless a fire extinguisher is clearly visible its location should
be indicated by a placard.
The following requirements regarding placards are in QCAR-OPS 1:

 Mass limitations must be placarded on or adjacent to hand BREAK IN MARKINGS
baggage stowage compartments. In QCAR-OPS 1.800 details of break in markings for the purpose of
rescue are given. Such break in markings should be red or yellow and
 Bulkheads must carry mass limitations placards in respect of
if necessary outlined in white. The figure below illustrates the form of
items which can be placed against them otherwise no articles
the markings
can be placed against them


No. 1002/2006
ANNEX II
PART - 21

ANNEX II PART 21
AIRCRAFT CERTIFICATION
GENERAL
CERTIFICATION SPECIFICATION (CS)

A list of the important EU Certification Specifications is given in the
table:

In some cases a State in which an aircraft is to be registered may

insist that its NAA issue a (TC) even though it is not the State of
Origin. This duplicate issue of a TC occurs where standards differ or
where equipment is fitted which is not part of the aircraft fit at the
issue of the original TC by the State of Origin. A major driver for
harmonisation is the need to reduce multiple certifications due to the
cost involved.
Certification Specifications (CS) or Airworthiness Codes are primarily
for the use of designers, manufacturers and NAA personnel carrying
out certification tasks.
Maintenance personnel do not consult these documents on a regular
basis. However, it should be noted that when an aircraft or aircraft
part is repaired or
Also, maintenance personnel may become involved in the design of
modifications .Licensed engineers and technicians cannot approve
such modifications but may have an input in the selection of parts and
materials, production of drawings, design of panels, etc. In all cases,
demonstration that there is continued compliance with the appropriate
CS is required.
Shown below is the front page of CS-25 which is the EASA
Airworthiness Code for turbine powered large aeroplanes. FAR-25 is
very similar.
A large aeroplane is defined in CS-Definitions as an aeroplane more
than 5700 kg (12,500 pounds) maximum certificated take-off weight.
A large degree of harmonisation has been achieved between EASA
and the FAA in respect of Airworthiness Codes. However there is not
complete harmonisation

TYPE CERTIFICATION The certificates and authorisations are issued in accordance with Part
21 (EASA IR Part 21, FAR-21, etc.).
Different types of TC are issued depending on the design being
certified. We have: The standards against which designs are assessed are published by
the NAA of the State of Origin who will issue the certificate or
authorisation.
In the EU the standards for Type Certification and Supplemental Type
Certification are known as Certification Specifications (CS). In the
USA they are part of the Federal Aviation Requirements (FARs).
A Type Certificate can be issued for an aircraft, an engine or a
propeller by a National Aviation Authority (in the state of
manufacture). The Type Certificate is considered to include:-
 The type design;
 The operating limitations;
 The type certificate data sheet;
 The applicable requirements with which the Authority records
compliance;
Any other conditions or limitations prescribed for the product Qatar
Type Certification Processes

The Type Certificate holder has a number of responsibilities including,

providing instructions for continued airworthiness (Maintenance
Schedule) and various manuals which may include the following:-
 Aircraft Maintenance Manual
 Wiring Manual
 Structural Repair Manual
 Illustrated Parts Catalogue
 Component Maintenance Manual

CIVIL AVIATION REGULATION NO. 1002/2006 ANNEX – PART 21
This Regulation lays down, technical requirements and administrative The requirements for the issue of airworthiness certificates,
procedures contained in the Annex to this Regulation governing the acceptability of related aeronautical products, parts and appliances,
airworthiness and environmental certification of products, parts and and environmental compliance on aircraft registered in the State of
appliances specifying: Qatar are contained in this Annex. Compliance with the standards in
Section A is mandatory;
a) The acceptability of type-certificates, supplemental type-
certificates and changes to those certificates; The administrative procedures in Section B shall be followed by the
Authority in respect of the provisions of this Regulation.
b) The issue of certificates of airworthiness, permits to fly,
certificates of airworthiness for export and airworthiness
release certificates; ACCEPTABILITY OF AIRCRAFT TYPE CERTIFICATES
c) The determination of compliance with environmental ELIGIBILITY
protection requirements; The issue of noise certificates;
a) An aircraft type certificate issued by the Competent
d) The acceptability of repair approvals; Authority of the State of Design constitutes a statement that
the design of the aircraft type to which the certificate refers
e) The acceptability of aircraft components and materials;
and of the variants specified on the data sheet has been
f) The mandatory requirements of airworthiness directives. approved to the airworthiness standard of the State of Design.
This Regulation shall enter into force on 30 September 2006, b) The Authority does not issue its own aircraft type certificate
except for Subpart H, I and L which shall enter into force on 30 and type certificated data sheet. The issue of a certificate of
September 2007. airworthiness to an aircraft in accordance with Subpart H
constitutes the acceptance of the aircraft type certificate. A
type certificate is acceptable if it complies with the
requirements under this Subpart.
c) When an aircraft type certificate is accepted, all aircraft of a
similar type would qualify for the issue of an airworthiness
certificate, providing that, the condition of the aircraft meets
the requirements of this Part.

AIRWORTHINESS STANDARDS
CHANGES REQUIRING A NEW TYPE-CERTIFICATE
A type certificate is acceptable to the Authority if it is issued by
Competent Authority of the State of Design and in compliance with the Any change in design, power, thrust, or mass which is extensive as
applicable standards of Part III or Part IV of Annex 8 to the Chicago determined by the Competent Authority of the State of Design that a
Convention; or if substantially complete investigation of compliance with
the applicable type-certification is required shall not be deemed
It is issued in accordance with the JAR 21 or Part 21 to the Regulation
approved under this Part. Such change requires an issue of new type-
(EC) No.1702/2003 of the Commission of European Communities and
certificate by the Competent Authority of the State of Design,
compliance with the airworthiness codes
It is issued in accordance with the US FAR Part 21 and compliance
with airworthiness codes. TYPE CERTIFICATES
The acceptance of a TC under this Subpart includes the type design,
TYPE DESIGN the operating limitations, the TC data sheet for airworthiness and
emissions, the applicable TC basis and environmental requirements
The type design of an acceptable type-certificate may consist of:
that the Competent Authority of the State of Design has record of
The drawings and specifications, and a listing of those drawings and compliance, and any other condition or limitations prescribed for the
specifications, necessary to define the configuration and the design product in the applicable certification specifications and environmental
features of the product shown to comply with the applicable type- protection requirements.
certification basis and environmental protection requirements;
The acceptance of an aircraft TC, in addition, includes the TC data
Information on materials and processes and on methods of sheet for noise. The acceptance of the associated engine TC data
manufacture and assembly of the product necessary to ensure the sheet, in addition, includes the record of emission compliance.
conformity of the product;
An approved airworthiness limitations section of the instructions for
continued airworthiness as defined by the applicable airworthiness
code; and
Any other data necessary to allow by comparison, the determination
of the airworthiness, the characteristics of noise, fuel venting, and
exhaust emissions (where applicable) of later products of the same
type.

INSTRUCTIONS FOR CONTINUED AIRWORTHINESS PART 21 DESIGN/PRODUCTION ORGANIZATION APPROVALS

Each known Qatar registered owner of one or more aircraft, engine or  QCAA Part 21 Subpart I Design Organization Approval – not in
propeller must ensure that he obtains from the holder of the type use
certificate, at least one set of complete instructions for continued
airworthiness, comprising descriptive data and accomplishment  QCAA Part 21 Subpart G Production Organization Approval –
instructions prepared in accordance with the applicable type not in used
certification basis, upon its delivery or issue of the first certificate of
airworthiness for the affected aircraft, whichever occurs later.
In addition, all known operators of the product and any person
required to comply with any of those instructions must ensure that
they are in receipt of changes to the instructions for continued
airworthiness.
SUPPLEMENTAL TYPE-CERTIFICATES
SCOPE
This Subpart establishes the procedural requirements in accepting
supplemental type certificates issued for all major changes to type-
certificated products when the change is not so extensive as to
require a new type certificate.
ELIGIBILITY
Supplemental type certificates issued to any natural or legal person
(‘organisation’) that had demonstrated its capability in accordance
with 21.A.112B to the Competent Authority of the
State of Design shall be eligible for acceptance under the conditions
laid down in this Subpart.

AIRCRAFT CERTIFICATION DOCUMENTS The categories and purposes for which the aircraft may fly in
accordance with certificate of airworthiness are:
CERTIFICATE OF AIRWORTHINESS (C OF A)
1. Transport Category (Passenger): Any purpose.
ELIGIBILITY
2. Transport Category (Cargo): Any purpose, other than the
Any natural or legal person under whose name an aircraft is public transport of passengers.
registered or will be registered or its representative shall be eligible as 3. Aerial Work Category: Aerial Work only.
an applicant for an airworthiness certificate for that aircraft
4. Private Category: Any purpose, other than public transport or
aerial work.
Classification and Categories
5. Special Category. Any purpose, other than public transport
 Certificates of airworthiness shall be issued to aircraft, which specified in the certificate of airworthiness but not including the
conform to a TC that has been issued in accordance with Part carriage of passengers unless
21
A certificate of airworthiness imposes conditions affecting the manner
in which an aircraft may be maintained and operated, and the
purposes for which it may be used.
The conditions are imposed by:

1. Placing an aircraft in categories which indicate the uses for
which the aircraft is approved.
2. Indicating in the airworthiness certificate or in their associated
documents the detailed limitations which must be observed

APPLICATION DURATION AND CONTINUED VALIDITY

An application for the Issue of a C of A must state the Category An airworthiness certificate shall be issued for an unlimited duration. It
applied for. In addition, a number of documents must be supplied to shall remain valid subject to:
the Authority. The type of documents required depends on whether or
1. Compliance with the applicable type-design and continuing
not the aircraft is:
airworthiness requirements; and
2. The aircraft remaining on the national civil aircraft register; and
New aircraft:
3. The type-certificate under which it is issued not being
 Upon presentation of the documentation required previously invalidated by the Competent Authority of the State
of Design.
 When the aircraft conforms to an approved design and is in
condition for safe operation. This includes inspections by 4. The certificate to being surrendered or revoked under
Authority. 21B.330.
Upon surrender or revocation, the certificate shall be returned to the
competent authority of the Authority.
Used aircraft:
 Upon presentation of the documentation required or1
demonstrating that;
 The aircraft conforms to a type design approved under a type-
certificate and any supplemental type-certificate validated in
accordance with this Part, change or repair deemed approved
under this Part, and to applicable
airworthiness directives, and
 The aircraft has been inspected in accordance with the
applicable provisions of Part M; and
 When the aircraft conforms to an approved design and is in a
condition for safe operation. This includes inspections by the
21.

PERMIT TO FLY
A permit to fly shall be issued to an aircraft that does not meet, or
have not been shown to meet, applicable certification specifications
but is capable of safe flight under defined conditions.
Permit to fly may also be issued for an aircraft that may not currently
meet applicable airworthiness requirements but is capable of safe
flight, for the following purposes:
1. Flying the aircraft to a base where repairs, changes to type
design, or maintenance are to be performed, or to a point of
storage;
2. Delivering or exporting the aircraft;
3. Evacuating the aircraft from areas of impending danger; or
4. To authorize the operation of an aircraft at a weight in excess
of its maximum certificated take-off weight for flight beyond the
normal range of water or over land area where landing
facilities or appropriate fuel is not available. The excess weight
that may be authorized shall be limited to additional fuel, fuel
carrying facilities and navigation equipment necessary for the
flight; or to deliver or export the aircraft to or from the State of
Qatar; or to evacuate aircraft from areas of impending danger;
or to conduct customer demonstration flights.

QCAA FORM 20 PERMIT TO FLY

ISSUE OF PERMIT TO FLY DURATION AND CONTINUED VALIDITY

A Permit to Fly may be issued by the Authority after it has found that An airworthiness certificate shall be issued for an unlimited duration. It
the aircraft and appropriate associated restrictions compensating for shall remain valid subject to:
departure from the essential requirements permit the aircraft to
1. Compliance with the applicable type-design and continuing
perform safely a basic flight. For that purpose, the Authority may
airworthiness requirements; and
make or require the applicant to make appropriate inspections or tests
necessary to ensure safety. 2. The aircraft remaining on the national civil aircraft register; and
A Permit to fly with a continuing authorisation may be issued for 3. The type-certificate under which it is issued not being
aircraft that may not meet applicable airworthiness requirements but previously invalidated by the Competent Authority of the State
are capable of safe flight for the purpose of flying aircraft to a base of Design.
where maintenance, repairs or changes in type design are to be 4. The certificate not being surrendered or revoked.
performed. The permit issued under this paragraph is an
authorisation, including conditions and limitations for flight, which is Upon surrender or revocation, the certificate shall be returned to the
set forth in the certificate holder’s operations specifications. The competent authority of the Authority.
permit issued under this paragraph shall be in the form of Ferry Flight
Authorisation that may be issued to;
CARRIAGE OF AIRWORTHINESS CERTIFICATES ON BOARD
1. Certificate holders authorised to conduct operations under an AIRCRAFT
Air Operator’s Certificate issued by the Authority; or
 The airworthiness certificate shall be carried on board the
2. Part M Subpart F Maintenance Organisations or Subpart G aircraft to which it is issued when flying in international air
Continuing Airworthiness Maintenance Organisations navigation
appropriately approved by the Authority
 On flights beginning and ending in the State of Qatar without
passing any other state, the airworthiness certificate may be
INSPECTIONS
kept safely and secured elsewhere
The holder of the airworthiness certificate shall provide the Authority
access to the aircraft for which that airworthiness certificate has been
issued, for inspection.

NOISE CERTIFICATES 2. With regard to used aircraft:

The requirements for the issue of a Noise Certificate (NC) are given in  Noise information determined in accordance with the
Part 21 applicable noise requirements. This information shall be
included in the flight manual, when a flight manual is
required by the applicable airworthiness code for the
ELIGIBILITY particular aircraft, and
Any natural or legal person under whose name an aircraft is  Historical records to establish the production, modification,
registered or will be registered, or its representative, shall be eligible and maintenance standard of the aircraft.
as an applicant for a noise certificate for that aircraft
Unless otherwise agreed, the statements referred to above shall have
been issued no more than 60 days before presentation of the aircraft
APPLICATION to the Authority
Each application for a NC shall include:

1. With regard to new aircraft: CHANGE OF OWNERSHIP
 An acceptable aircraft type-certificate (TC). The TC and/or Where ownership of an aircraft has changed:
TC Data Sheet should state the applicable noise standard a) If the aircraft remains on the national civil aircraft register, the
of which the aircraft is type- certificated, or a statement NC shall be transferred together with the aircraft; or
signed by the exporting authority that the aircraft conforms
to an approved design, and b) If the aircraft is removed from the national civil aircraft register,
the NC shall be returned to the Authority.
 The noise information determined in accordance with the
applicable noise requirements. This information shall be
ACCESS FOR INSPECTION
included in the flight manual, when a flight manual is
required by the applicable airworthiness code for the The holder of the NC shall provide the Authority access to the aircraft
particular aircraft. for which that noise certificate has been issued, for inspection.

DURATION AND CONTINUED VALIDITY

A noise certificate shall be issued for an unlimited duration.
It shall remain valid subject to:
1. Compliance with the applicable type-design, environmental
protection and continuing airworthiness requirements; and
2. The aircraft remaining on the national civil aircraft register; and
3. The validated type-certificate to which it is issued is not
invalidated by the issuing Competent Authority of the State of
Design.
4. The certificate not being surrendered or revoked
On surrender or revocation, the certificate shall be returned to the

Authority
CARRIAGE OF NOISE CERTIFICATES ON BOARD AIRCRAFT

The noise certificate shall be carried on board the aircraft to which it is
issued when flying in international air navigation.
On flights beginning and ending in the State of Qatar without
passing any other State, the noise certificate may be kept safely and
secured elsewhere.


WEIGHT SCHEDULE Operator must establish the mass of the traffic load, including any
ballast, by actual weighing or determine the mass of the traffic load in
All aircraft for which a C of A is issued or validated shall be weighed
accordance with standard passenger and baggage masses as
and its Centre of Gravity (C of G) position shall be determined
specified in QCAR-OPS 1.620 (QCAR-OPS 1.620 is not discussed)
periodically in such a manner and at intervals defined by the Authority.
Operator must determine the mass of the fuel load by using the actual
After weighing the operator shall prepare a weight schedule
density or, if not known, the density calculated in accordance with a
conforming to the requirements of the Authority. The operator shall
method specified in the Operations Manual.
preserve its weight schedule until the expiry of a period of not less
than six months following the date of next weight and C of G position
is determined. (as per Law No. 15 of Year 2002 Chapter 7 Article 44)
GENERAL (QCAR-OPS 1.605)

Operator shall ensure that during any phase of operation ,the loading,
mass and centre of gravity of the aeroplane complies with the
limitations specified in the approved Aeroplane Flight Manual, or the
Operations Manual if more restrictive.
Operator must establish the mass and the center of gravity of any
aeroplane by actual weighing prior to initial entry into service and
thereafter at intervals of 4 years if individual aeroplane masses are
used and 9 years if fleet masses are used. The accumulated effects of
modifications and repairs on the mass and balance must be
accounted for and properly documented. Furthermore, aeroplanes
must be reweighed if the effect of modifications on the mass and
balance is not accurately known.
Operator must determine the mass of all operating items and
crewmembers included in the aeroplane dry operating mass by
weighing or by using standard masses. The influence of their position
on the aeroplane center of gravity must be determined.

RADIO STATION LICENSE AND APPROVAL

The Aircraft Radio Station License is issued by the Communication
Regulatory Authority.
The Radio License grants the licensee to keep, have possession of,
install, maintain, work and use onsite Private Mobile Radio network
comprising of base station, along with one or more handheld(s) and/or
mobile station(s), at a specified location and using specific
frequencies assigned by the Communications Regulatory Authority.
As Law No.15 Article 16, any aircraft operating in the territory of the
State shall not be equipped with radio devices without authorization
by the appropriate authority of the number which the aircraft is
registered.
The use of such devices shall not be authorized for other purposes
other than other than those related to air navigation.



No. 1001/2006
PART - 47

QCAR 1001/2006 – PART 47
This Regulation establishes measures for ensuring the application of

the standards and requirements for aircraft registration; the measures
being mandatory in pursuance to the enabling Law, for the time being
in force.
The provisions of this Regulation shall apply only to civil aircraft flying
in or over the territorial jurisdictions of the State of Qatar, and shall not
be applicable to State aircraft, being an aircraft used in military,
customs and police services.
CERTIFICATE OF REGISTRATION
An aircraft shall not fly in or over the State of Qatar unless it is
registered in:
1. The State of Qatar; or
2. A Contracting State to the ICAO; or
3. Some other country in relation to which there is in force an
agreement between the Government of the State of Qatar and
the Government of that country which makes provisions for the
flight over the State of Qatar of aircraft registered in that
country; or

AIRCRAFT LEGIBILITY: 4. An aircraft lease agreement may be accepted by the Authority,

if it is determined that the continuing airworthiness
1. An aircraft is eligible to be registered if
requirements of the aircraft are ensured under the terms and
 Owned by a National of the State of Qatar; or conditions of the lease agreement. The lease agreement shall
ensure that:
 Owned by a body incorporated and having their principal
place of business in the State of Qatar; or  The lessor and the lessee are properly identified;
 Owned by the Government of the State of Qatar;  The aircraft subject to the lease agreement is identified by
aircraft make, model and manufacturer’s serial number;
And it is not registered under the laws of any foreign country; and it is
of a type eligible for an issue of certificate of airworthiness.  The effective dates of the lease are properly identified;
2. If an aircraft is owned by a person other than a National,  The person having operational control is the lessee;
residing in the State of Qatar, the Authority, upon being
satisfied that the aircraft meets all its requirements; it is not  The State of Qatar is identified as the State of Registry;
registered under the laws of any foreign country; and it is of a  The aircraft will be maintained and the responsibilities for
type eligible for an issue of certificate of airworthiness, may the accomplishment of maintenance and for keeping the
then register the aircraft in the State of Qatar. aircraft maintenance records are in accordance with the
3. If an aircraft is owned by a body incorporated in a foreign State of Qatar implementing rules on continuing
country and leased to a National, or a body incorporated and airworthiness; and
having its principal place of business in the State of Qatar, or  The maintenance/inspection programme that will be
the Government, the Authority may register the aircraft in the utilised is approved by the Authority
name of the owner, upon being satisfied that the lease
agreement is acceptable in accordance with paragraph (4) ;
the aircraft is not registered under the laws of any foreign
country; and it is of a type eligible for an issue of certificate of
airworthiness, and subject to the provisions of this Part, the
aircraft may remain so registered during the continuation of the
lease agreement.

DURATION AND RETURN OF CERTIFICATE Aircraft Registered in the State of Qatar

Each certificate of registration issued by the Authority under this Part The nationality of the aircraft registered in the State of Qatar shall be
is effective, unless suspended or revoked, until the date upon which; the capital letter “A” and numeral “7” and the registration mark should
be a group of three capital letters assigned by the authority on the
a) The aircraft is registered under the laws of a foreign country;
registration of the aircraft (ex. A7-ADA)
b) The aircraft is totally destroyed or scrapped;
c) Ownership of the aircraft is transferred
d) The holder of the certificate loses his nationality;
e) The owner, if a person residing or having a place of business
in the State of Qatar, losses his residence permit or equivalent
residence approval issued by the competent authority;
f) The owner, if a body incorporated in a foreign country ceases
to be the lessee in the aircraft lease agreement previously
accepted by the Authority
The certificate of registration, with the reverse side completed, must

be returned to the Authority;
1. In case of registration under the laws of a foreign country, by
the person who was the owner of the aircraft before foreign
registration;
2. Upon the termination of the registration, by the holder of the
certificate of registration in all cases mentioned in this part.

CERTIFICATE OF REGISTRATION



No. 1003/2006
ANNEX I
PART – M

PART-M
CONTINUING AIRWORTHINESS – GENERAL
For the purpose of Part M, the Authority is responsible for

 Oversight of the continuing airworthiness of individual aircraft
and the issue of airworthiness review certificates,
 Oversight of a maintenance organisation as specified in M.A.
Subpart F,
 Oversight of a continuing airworthiness management
organisation as specified in M.A. Subpart G,
 Approval of maintenance programmes,
Note: Part M applies to all aircraft with C of A whatever their

weight or category
Part M lays down the requirements for the management of the

maintenance of aircraft. Aircraft subject to Subpart G (Large aircraft
and Commercial Air Transport) must be managed by a Continuing
Airworthiness Organisation approved under this Subpart and
maintained by a Maintenance Organisation approved under Part 145.
Aircraft which are not subject to Subpart G can be maintained by a

Subpart F maintenance organisation.

ACCOUNTABILITY An owner/operator should establish adequate co-ordination between

flight operations and maintenance to ensure that both will receive all
Responsibilities
information on the condition of the aircraft necessary to enable both to
Part M initially refers to the owner being responsible for the continuing perform their tasks.
airworthiness of an aircraft rather than the operator. This is qualified
In order to satisfy the above responsibilities the owner/operator of an
later for commercial air transport where the operator assumes
aircraft MAY contract the tasks associated with continuing
responsibility. W here the term “owner” is used this should be read as
airworthiness to an approved Continuing Airworthiness
“operator” in the case of commercial air transport
Management Organisation (CAMO) as specified in MA Subpart G.
 The owner/operator should ensure that no flight takes place
In the case of large aircraft and aircraft used for commercial air
unless
transport, in order to satisfy the above responsibilities of the operator
 The aircraft is maintained in an airworthy condition, and; of an aircraft SHALL ensure that the tasks associated with continuing
airworthiness are performed by an approved Continuing
 Any operational and emergency equipment fitted is correctly Airworthiness Management Organisation (CAMO).
installed and serviceable or clearly identified as unserviceable,
and; Where a CAMO is contracted a written arrangement must be made in
accordance with Appendix I of Part M. The CAMO assumes
 The airworthiness certificate remains valid, and; responsibility for the proper accomplishment of continuing
 The maintenance of the aircraft is performed in accordance airworthiness tasks.
with the approved maintenance programme When the aircraft is leased, the responsibilities of the owner are
The requirement means that the owner/operator is responsible for transferred to the lessee.
determining what maintenance is required, when it has to be Any person or organisation performing maintenance shall be
performed and by whom and to what standard, in order to ensure the responsible for the tasks performed.
continued airworthiness of the aircraft being operated.
The pilot-in-command or, in the case of commercial air transport, the
An owner/operator should therefore have adequate knowledge of the operator shall be responsible for the satisfactory accomplishment of
design status (type specification, customer options, Airworthiness the pre-flight inspection. This inspection must be carried out by the
Directives (AD), modifications, operational equipment) and required pilot or another qualified person but need not be carried out by an
and performed maintenance. The status of aircraft design and approved maintenance organisation or by Part 66 certifying staff.
maintenance should be adequately documented to support the
performance of the quality system. Maintenance of large aircraft, aircraft used for commercial air
transport and their components shall be carried out by a Part 145
approved maintenance organisation

This does not mean that the operator must be approved under Part
145; he can contract out the work with each work package
accompanied by a clear work order to the contractor.
The owner/operator is responsible for granting the Authority access to
the organisation/aircraft to determine continued compliance with this
Part.
OCCURRENCE REPORTING
Any person or organisation responsible under Part M shall report any
identified condition of an aircraft or component that hazards seriously
the flight safety to the:
 Authority.
 Organisation responsible for the type design or supplemental
type design.
 If applicable, the State of operator
Where the person or organisation maintaining the aircraft is
contracted by an owner or an operator to carry out maintenance, the
person or the organisation maintaining the aircraft shall also report to
the:
 Owner
 Operator or the CAMO
Reports shall be made as soon as practicable, but in any case within
72 hours of the person or organisation identifying the condition to
which the report relates.

CONTINUING AIRWORTHINESS (SUBPART C)  For non-mandatory modifications and/or inspections, for all
Continuing Airworthiness Tasks large aircraft or aircraft used for commercial air transport the
establishment of an embodiment policy.
The aircraft continuing airworthiness and the serviceability of both
operational and emergency equipment shall be ensured by:  Maintenance check flights when necessary.
 The accomplishment of pre-flight inspections.

 The rectification to an officially recognised standard 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 if applicable to the aircraft type
 The accomplishment of all maintenance, in accordance with
the approved aircraft maintenance programme.
 For all large aircraft or aircraft used for commercial air
transport the analysis of the effectiveness of the approved
maintenance programme.
 The accomplishment of any applicable:
- Airworthiness Directive
- Operational directive with a continuing airworthiness
impact.
- Continued airworthiness requirement established by the
Authority.
- Measures mandated by the Authority in immediate reaction
to a safety problem.
 The accomplishment of modifications and repairs.

Aircraft Maintenance Programme approved through a procedure established by the CAMO organisation
(indirect approval).
Every aircraft shall be maintained in accordance with a maintenance
programme approved by the Authority, which shall be periodically In that case, the indirect approval procedure shall be established by
reviewed and, subject to approval, amended accordingly. the continuing airworthiness management organisation as part of the
Continuing Airworthiness Management Exposition and shall be
The maintenance programme must establish compliance with:
approved by the Authority.
 Instructions issued by the Authority
The continuing airworthiness management organisation shall not use
 Instruction for continuing airworthiness issued by the holders the indirect approval procedure when such is not approved by the
of TC, restricted TC, STC, major repair design approval, Authority.
TSO/ETSO authorization or any other relevant approval
acceptable to the authority under QCAR 1002/2006 and its
Annex (Part-21) Airworthiness Directives
 Additional or alternative instructions proposed by owner or the Any applicable airworthiness directive must be carried out within the
CAMO once approved except for intervals of safety related requirements of that airworthiness directive, unless otherwise
task in the maintenance programme which maybe escalated specified by the Authority.
subject to sufficient reviews carried out in the programme and
only subject to direct approval.
Data For Modifications And Repairs
 The design and application of the maintenance programme
shall observe Human Factor principles. Damage shall be assessed and modifications and repairs carried out
using approved data as required under applicable provision of Part-
The maintenance programme shall contain details, including 21.
frequency, of all maintenance to be carried out, including any specific
tasks linked to specific operations.
The programme must include a reliability programme when the
maintenance programme is based:
 On Maintenance Steering Group logic, or
 Mainly on condition monitoring.
When the aircraft continuing airworthiness is managed by a Subpart G
CAMO the maintenance programme and its amendments may be
Aircraft Continuing Airworthiness Record System installed (engine, propeller, engine module or service life-limited
component) shall be entered in the appropriate engine or propeller
At the completion of any maintenance, the Certificate of Release
logbook, engine module or service life limited component log card:
(CRS) shall be entered in the aircraft continuing airworthiness
records. Each entry shall be made as soon as practicable but in no  Identification of the component; and
case more than 30 days after the day of the maintenance action.
 The type, serial number and registration, as appropriate, of the
The aircraft continuing airworthiness records shall consist of: aircraft, engine, propeller, engine module or service life-limited
 An aircraft logbook, component to which the particular component has been fitted,
along with the reference to the installation and removal of the
 Engine logbook(s) or engine module log cards, component; and
 Propeller logbook(s)  The date together with the component‘s accumulated total
flight time and/or flight cycles and/or landings and/or calendar
 Log cards for any service life limited component
time, as appropriate; and
 the Operator‘s Technical Log.
 The current continuing airworthiness records information
The aircraft type and registration mark, the date, together with total applicable to the component.
flight time and/or flight cycles and/or landings, as appropriate, shall be
The person responsible for the management of continuing
entered in the aircraft logbooks.
airworthiness tasks shall control the records as detailed in this
The aircraft continuing airworthiness records shall contain the current: paragraph and present the records to the Authority upon request.
Status of airworthiness directives and measures mandated by the All entries made in the aircraft continuing airworthiness records shall
Authority in immediate reaction to a safety problem; be clear and accurate. When it is necessary to correct an entry, the
correction shall be made in a manner that clearly shows the original
 Status of modifications and repairs;
entry.
 Status of compliance with maintenance programme;
An owner or operator shall ensure that a system has been established
 Status of service life limited components; to keep the following records for the periods specified:
 Mass and balance report;
 List of deferred maintenance
In addition to the authorised release document, QCAA Form 1 or
equivalent, the following information relevant to any component


Operator's Technical Log System Transfer of Aircraft Continuing Airworthiness Records

In the case of commercial air transport, in addition to the requirements The owner or operator shall ensure when an aircraft is permanently
above an operator shall use an aircraft technical log system transferred from one owner or operator to another that the continuing
containing the following information for each aircraft: airworthiness records and, if applicable, Operator's Technical Log are
also transferred.
1. Information about each flight, necessary to ensure continued
flight safety, and; The owner shall ensure, when he contracts the continuing
airworthiness management tasks to a CAMO, that the continuing
2. The current aircraft CRS, and;
airworthiness records are transferred to the organisation.
3. The current maintenance statement giving the aircraft
The time periods prescribed for the retention of records shall continue
maintenance status of what scheduled and out of phase
to apply to the new owner, operator or CAMO.
maintenance is next due except that the 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.
The aircraft technical log system and any subsequent amendment
shall be approved by the Authority.
An operator shall ensure that the aircraft technical log is retained for
36 months after the date of the last entry.

MAINTENANCE STANDARDS (SUBPART D) Performance of Maintenance

Maintenance Data All maintenance shall be performed by qualified personnel, following
the methods, techniques, standards and instructions specified in the
The person or organisation maintaining an aircraft shall have access
maintenance data. Furthermore, an independent inspection shall be
to and use only applicable current maintenance data in the
carried out after any flight safety sensitive maintenance task unless
performance of maintenance including modifications and repairs.
otherwise specified by Part-145 or agreed by the Authority.
Applicable maintenance data is:
All maintenance shall be performed using the tools, equipment and
 Any applicable requirement, procedure, standard or material specified in the maintenance data unless otherwise specified
information issued by the Authority, by Part-145. Where necessary, tools and equipment shall be
controlled and calibrated to an officially recognised standard.
 Any applicable airworthiness directive,
The area in which maintenance is carried out shall be well organised
 Applicable instructions for continuing airworthiness, issued by and clean in respect of dirt and contamination.
type certificate holders, supplementary type certificate holders
and any other organization that publishes such data in All maintenance shall be performed within any environmental
accordance with Part 21. limitations specified in the maintenance data.
In case of inclement weather or lengthy maintenance, proper facilities
shall be used.
Any applicable data issued in accordance with 145.A.45.d “the
organization may only modify maintenance instructions in accordance After completion of all maintenance a general verification must be
with the procedure in the maintenance organization’s exposition…” carried out to ensure the aircraft or component is clear of all tools,
equipment and any other extraneous parts and material, and that all
The person or organisation maintaining an aircraft shall ensure that all access panels removed have been refitted.
applicable maintenance data is current and readily available for use
when required.
The person or organisation shall establish a work card or worksheet
system to be used and 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.

Aircraft Defects
Any aircraft defect that hazards seriously the flight safety shall be
rectified before further flight.
Only the authorised certifying staff authorized by Part M Subpart F or
Part-145 can decide, using maintenance data, whether an aircraft
defect hazards seriously the flight safety and therefore decide when
and which rectification action shall be taken before further flight and
which defect rectification can be deferred. However, this does not
apply when:
 The approved minimum equipment list as mandated by the
Authority is used by the pilot; or,
 Aircraft defects are defined as being acceptable by the
Authority.
Any aircraft defect that would not hazard seriously the flight safety
shall be rectified as soon as practicable, after the date the aircraft
defect was first identified and within any limits specified in the
maintenance data.
Any defect not rectified before flight shall be recorded in the aircraft
maintenance record system or operator's technical log system as
applicable.

COMPONENTS (SUBPART E) parts shall only be fitted when accompanied by evidence of conformity
traceable to the applicable standard.
Installation
Standard parts are: Parts manufactured in complete compliance
No component may be fitted unless it is in a satisfactory condition,
with an established industry, Agency, competent authority or other
has been appropriately released to service on an QCAA Form 1 or
Government specification which includes design, manufacturing, test
equivalent and is marked in accordance with the requirements of the
and acceptance criteria, and uniform identification requirements.
competent authority of the State of Design, unless otherwise specified
Examples of specifications are;
in Annex (Part-21) to QCAR 1002/2006, Annex II (Part-145) or
Subpart F, Section A of Annex I to this Regulation.  National Aerospace Standards (NAS),
When checking condition, prior to installation, the following non-  Army-Navy Aeronautical Standard (AN),
exhaustive set of typical checks may be performed. Verify:
 Society of Automotive Engineers (SAE),
 The general condition of components and their packaging in
relation to damage that could affect the integrity of the  SAE Sematec,
components  Joint Electron Device Engineering Council,
 That the shelf life of the component has not expired.  Joint Electron Tube Engineering Council, and
 That items are received in the appropriate package in respect  American National Standards Institute (ANSI
of the type of component: e.g. correct ATA 300 or electrostatic
sensitive devices packaging, when necessary  EN Specifications etc
 That component has all plugs and caps appropriately installed Material being either raw material or consumable material shall only
to prevent damage or internal contamination. Tape should not be used on an aircraft or a component when the aircraft or component
be used to cover electrical connections or fluid manufacturer states so in relevant maintenance data or as specified in
fittings/openings because adhesive residues can insulate Part-145.
electrical connections and contaminate hydraulic or fuel units. Consumable material is any material which is only used once, such as
Prior to installation of a component on an aircraft the person or lubricants, cements, compounds, paints, chemicals dyes and sealants
approved maintenance organisation shall ensure that the particular etc.
component is eligible to be fitted when different modification and/or Raw material is any material that requires further work to make it into
airworthiness directive configurations may be applicable. a component part of the aircraft such as metals, plastics, wood, fabric
Standard parts shall only be fitted to an aircraft or a component when etc.
the maintenance data specifies the particular standard part. Standard

Such material shall only be used when the material meets the Component Maintenance
required specification and has appropriate traceability.
[Component removal from and installation on an aircraft is
All material must be accompanied by documentation clearly relating to considered to be aircraft maintenance and not component
the particular material and containing conformity to specification maintenance. As a consequence, these section requirements do not
statement plus both the manufacturing and supplier source. apply to this case. ]
Material both raw and consumable should only be accepted when The maintenance of components shall be performed by maintenance
satisfied that it is to the required specification. To be satisfied, the organisations appropriately approved in accordance with Part M
material and or its packaging should be marked with the specification Subpart F or Part 145 maintenance organizations
and where appropriate the batch number.
Maintenance of a component in accordance with aircraft maintenance
Documentation accompanying all material should clearly relate to data or, if agreed by the Authority, in accordance with component
the particular material and contain a conformity statement plus both maintenance data, may be performed by an A rated organisation
the manufacturing and supplier source. Some material is subject to approved in accordance with Part M Subpart F or with Part-145 as
special conditions such as storage condition or life limitation etc. and well as by certifying staff only whilst such components are fitted to the
this should be included on the documentation and / or material aircraft. Nevertheless, such organisation or certifying staff may
packaging. temporarily remove this component for maintenance, in order to
improve access to the component, except when such removal
QCAA Form 1 or equivalent should not be issued for such material
generates the need for additional maintenance not eligible for the
and therefore none should be expected. The material specification is
provisions of this paragraph. Component maintenance performed in
normally identified in the (S) TC holder‘s data except in the case
accordance with this paragraph is not eligible for the issuance of a
where the Competent Authority of the State of Design or the Authority
QCAA Form 1 and shall be subject to the aircraft CRS requirements.
has agreed otherwise.
Maintenance of an engine/Auxiliary Power Unit (APU) component in
Items purchased in batches (fasteners etc.) should be supplied in a
accordance with engine/APU maintenance data or, if agreed by the
package. The packaging should state the applicable
Authority, in accordance with component maintenance data, may be
specification/standard, P/N, batch number and the quantity of the
performed by a B rated organisation approved in accordance with Part
items.
M Subpart F or with Part 145 only whilst such components are fitted to
The documentation accompanying the material should contain the the engine/APU. Nevertheless, such B rated organisation may
applicable specification/standard, P/N, batch number, supplied temporarily remove this component for maintenance, in order to
quantity, and the manufacturing sources. If the material is acquired improve access to the component, except when such removal
from different batches, acceptance documentation for each batch generates the need for additional maintenance not eligible for the
should be supplied. provisions of this paragraph.

Service Life Limited Components Nevertheless, for aircraft not used in commercial air transport other
than large aircraft, the person or organisation that declared the
Installed service life limited components shall not exceed the
component unserviceable may transfer its custody, after identifying it
approved service life limit as specified in the approved maintenance
as unserviceable, to the aircraft owner provided that such transfer is
programme and airworthiness directives
reflected in the aircraft logbook or engine logbook or component
The approved service life is expressed in calendar time, flight hours, logbook.
landings or cycles, as appropriate.
Components which have reached their certified life limit or contain a
At the end the approved service life, the component must be removed non-repairable defect shall be classified as unsalvageable and shall
from the aircraft for maintenance, or for disposal in the case of not be permitted to re-enter the component supply system, unless
components with a certified life limit. certified life limits have been extended or a repair solution has been
approved according to Subpart C.
Control of Unserviceable Components Any person or organisation accountable under Part-M shall, in the
case of unsalvageable components:
A component shall be considered unserviceable in any one of the
following circumstances:  Retain such component in a secure location under the control
of Subpart F or Part 145 approved maintenance organization
 Expiry of the service life limit as defined in the maintenance or;
program;
 Arrange for the component to be mutilated in a manner that
 Non-compliance with the applicable airworthiness directives ensures that it is beyond economic salvage or repair before
and other continued airworthiness requirement mandated by relinquishing responsibility for such component.
the Authority;
 Absence of the necessary information to determine the
airworthiness status or eligibility for installation;
 Evidence of defects or malfunctions;
 Involvement in an incident or accident likely to affect its
serviceability.
Unserviceable components shall be identified and stored in a secure
location under the control of an approved maintenance organisation
until a decision is made on the future status of such component.

Mutilation may be accomplished by one or a combination of the a) Permanently marking or stamping the component, as "NOT
following procedures: SERVICEABLE." (Ink stamping is not an acceptable method);
 Grinding, b) Removing original part number identification;
 Burning, c) Removing data plate identification;
 Removal of a major lug or other integral feature, d) Maintaining a tracking or accountability system, by serial
number or other individualised data, to record transferred
 Permanent distortion of parts, unsalvageable aircraft component;
 Cutting a hole with cutting torch or saw, e) Including written procedures concerning disposal of such
 Melting, components in any agreement or contract transferring such
components.
 Sawing into many small pieces,
NOTE: Unsalvageable components should not be released to any
Any other method accepted by the Authority or the Agency on a case person or organization that is known to return unsalvageable
to case basis components back into the aviation supply system, due to the
Since manufacturers producing approved aircraft components potential safety threat.
should maintain records of serial numbers for "retired" certified
life-limited or other critical components, the organisation that
mutilates a component should provide the original manufacturer with
the data plate and/or serial number and final disposition of the
component.
Notwithstanding the above concerning unsalvageable components a
person or organisation accountable under Part-M may transfer
responsibility of components classified as unsalvageable to an
organisation for training or research without mutilation.
A maintenance organisation may choose, in agreement with the
component‘s owner, to release an unsalvageable component for
legitimate non-flight uses, such as for training and education, research
and development. In such instances, mutilation may not be
appropriate. The following methods should be used to prevent the
component re-entering the aviation supply system:
CERTIFICATE OF RELEASE TO SERVICE (CRS) – (PART M the earliest opportunity but within a period not exceeding
SUBPART H) seven days; and
Aircraft CRS 3. Notify the organisation responsible for the continuing
airworthiness management of the aircraft when contracted or
Except for aircraft released to service by a Part 145 organization, the
the Authority in the absence of such a contract, within seven
CRS should be according to this Subpart.
days of the issuance of such certification authorisation;
No aircraft can be released to service unless a certificate of release to
The CRS should relate to the task specified in the manufacturer's or
service is issued at the completion of any maintenance, when
operator's instruction or the aircraft maintenance programme which
satisfied that all maintenance required has been properly carried out,
itself may cross-refer to a manufacturer's/operator's instruction in a
by:
maintenance manual, service bulletin etc.
 By appropriate certifying staff on behalf of the Part M Subpart
The date such maintenance was carried out should include when the
F approved maintenance organization; or
maintenance took place relative to any life or overhaul limitation
 Except for complex maintenance task by a certifying staff who in terms of date/flying hours/cycles/Iandings etc., as appropriate.
are in compliance with the requirements of Part 66 When extensive maintenance has been carried out, it is acceptable
 By the pilot owner for the certificate of release to service to summarise the maintenance
so long as there is a unique cross-reference to the work-pack
In case of unforeseen situations, when an aircraft is grounded at a containing full details of maintenance carried out.
location where no approved maintenance organisation appropriately
approved under this Annex or Annex II (Part-145) and no appropriate The person issuing the CRS should use his normal signature except
certifying staff are available, the owner may authorise any person, in the case where a computer release to service system is used. In
with not less than three years of appropriate maintenance experience this latter case the Authority will need to be satisfied that only the
and holding the proper qualifications, to maintain according to the particular person can electronically issue the release to service. One
standards set out in Subpart D of this Annex and release the aircraft. such method of compliance is the use of a magnetic or optical
The owner shall in that case: personal card in conjunction with a personal identity number (PIN)
known only to the individual, which is keyed into the computer.
1. Obtain and keep in the aircraft records details of all the work
carried out and of the qualifications held by that person issuing A certification stamp is optional.
the certification; and At the completion of all maintenance, owners, certifying staff,
2. Ensure that any such maintenance is rechecked and released operators and maintenance organisations should ensure they have a
by an appropriately authorised person or an organisation clear, concise, legible record of the work performed.
approved in accordance with Part M Subpart F or Part- 145 at

In the case of a release to service for non- complex task by Part 66 M Subpart G organisation authorisation, being endorsed on the
license holders , certifying staff should retain all records necessary to certificate.
prove that all requirements have been met for the issuance of a CRS.
If a CRS is issued with incomplete maintenance a record should be
A CRS shall contain, not only the basic details of the maintenance kept stating what action the mechanic, supervisor and certifying
carried out and the date such maintenance was completed but also staff should take to bring the matter to the attention of the relevant
the identity of the organisation and/or person issuing the release to aircraft owner or Part M Subpart G organisation so that the issue may
service, including: be discussed and resolved with the aircraft owner or Part M Subpart
G organisation.
 The approval reference of the maintenance organisation
approved in accordance with Section A, Subpart F of this A CRS shall not be issued in the case of any known non-compliance
Annex (Part M) and the certifying staff issuing such a which endangers flight safety. This means any instance where safe
certificate; or operation could not be assured or which could lead to an unsafe
condition. It typically includes, but is not limited to,
 In the case of a release to service for non-complex task by
Part 66 license holders, the identity and if applicable licence  Significant cracking,
number of the certifying staff issuing such a certificate;
 Deformation,
 Corrosion or failure of primary structure,
Incomplete Maintenance
 Any evidence of burning,
In the case of incomplete maintenance, the details should be entered
in the aircraft CRS before the issue of such certificate This means that  Electrical arcing,
the maintenance required by the aircraft owner or Part M Subpart G  Significant hydraulic fluid or fuel leakage and
organization could not be completed due either to running out of
available aircraft maintenance downtime for the scheduled check or  Any emergency system or total system failure.
by virtue of the condition of the aircraft requiring additional  An airworthiness directive overdue for compliance is also
maintenance downtime. considered a hazard to flight safety
The aircraft owner or Part M Subpart G organisation is responsible for
ensuring that all required maintenance has been carried out before
flight. Therefore an aircraft owner or Part M Subpart G organisation
should be informed and agree to the deferment of full compliance
arising out of incomplete maintenance. The CRS may then be issued
subject to details of the deferment, including the aircraft owner or Part

The aircraft CRS service should contain the following statement:  One of the natural persons on the registration form or;
For the work carried out by all except pilot owners  A member of non-profit recreational entity, where the legal
'Certifies that the work specified except as otherwise specified was entity is specified in the registration document as owner or
carried out in accordance with Part-M and in respect to that work the operator, and that member is directly involved in the decision
aircraft is considered ready for release to service'. making process of the legal entity and designated by that legal
entity to carry out Pilot-owner maintenance.
For any privately operated non-complex motor-powered aircraft of
For work carried out by a Pilot-owner:
2 730 kg MTOM and below, sailplane, powered sailplane or balloon,
“Certifies that the limited pilot-owner maintenance specified except as the Pilot-owner may issue a certificate of release to service after
otherwise specified was carried out in accordance with Part M and in limited Pilot-owner maintenance.
respect to that work the aircraft is considered ready for release to
service‘. Limited Pilot-owner maintenance shall be specified in the aircraft
maintenance programme.
The CRS shall be entered in the logbooks and contain basic details of
Component CRS the maintenance carried out, the maintenance data used, the date on
A CRS shall be issued at the completion of any maintenance carried which that maintenance was completed and the identity, the signature
out on an aircraft component whilst off the aircraft. and pilot licence number of the Pilot-owner issuing such a certificate.
When an approved organisation maintains an aircraft component A pilot owner should only issue CRS for maintenance performed by
for use by the organisation a QCAA Form 1 may not be necessary the pilot owner and after demonstrating the competence to carry out
depending upon the organisation‘s internal release procedures. such maintenance task.
However all the information normally required for the QCAA Form 1
should be adequately detailed in the CRS.
Pilot-owner authorisation
To qualify as a Pilot-owner, the person must hold a valid pilot license
(or equivalent) issued or validated by the Authority for the aircraft type
or class or rating and own the aircraft, either as sole or joint owner,
the owner must be:.

AIRWORTHINESS REVIEW CERTIFICATE (PART M SUBPART I) not require an airworthiness review but only a verification of the fact
that the aircraft is in a controlled environment.
Aircraft Airworthiness Review
If an aircraft is not in a controlled environment, or is managed by a
To ensure the validity of the aircraft airworthiness certificate an
Part M Subpart G approved CAMO that does not hold the privilege to
airworthiness review of the aircraft and its continuing airworthiness
carry out airworthiness reviews, the Airworthiness Review Certificate
records shall be carried out periodically.
shall be issued by the Authority upon satisfactory assessment based
An airworthiness review certificate is issued in accordance with on a recommendation made by an appropriately approved CAMO
Appendix III (QCAA Form 15a or 15b) on completion of a satisfactory sent together with the application from the owner or operator. This
airworthiness review. The airworthiness review certificate is valid one recommendation shall be based on an airworthiness review.
year;
Whenever circumstances reveal the existence of a potential safety
QCAA Form 15a is issued by the Authority while QCAA Form 15b is threat, the Authority shall carry out the airworthiness review and issue
issued by a M.A. Subpart G organisation. the Airworthiness Review Certificate itself;
If an aircraft is within a controlled environment, the Continuing In addition to the Authority may also carry out the airworthiness review
Airworthiness Management Organization (CAMO) managing the and issue the airworthiness review certificate itself in the following
aircraft may if appropriately approved: cases:
 Issue an Airworthiness Review Certificate  When the aircraft is managed by a continuing airworthiness
management organisation approved in accordance with
 For Airworthiness Review Certificate it has issued, when the
Section A, Subpart G of this Annex (Part M) located in a
aircraft has remained within a controlled environment, extend
foreign country;
twice the validity of the Airworthiness Certificate for a period of
one year each time. An airworthiness certificate shall not be  For all balloons and any other aircraft of 2 730 kg MTOM and
extended if the organization is aware or has the reason to below, if it is requested by the owner;
believe that the aircraft is un-airworthy.
An aircraft in a controlled environment is an aircraft continuously
managed by a Part M Subpart G approved CAMO, which has not
changed organizations in the previous 12 months, and which is
maintained by approved maintenance organizations. This includes
pilot owner maintenance as long as the CAMO is informed
When the aircraft has remained within a controlled environment, the
extension of the validity of the airworthiness review certificate does

When the Authority carries out the airworthiness review and/or issues The continuing airworthiness of the aircraft or any component fitted to
the airworthiness review certificate itself, the owner or operator shall the aircraft does not meet the requirements of this Part, or;
provide the Authority with:
 The aircraft does not remain in conformity with the type design
 The documentation required by the Authority; and approved by the competent authority of the State of Design; or
 The peer diem allowances and airline return tickets in  The aircraft has been operated beyond the limitations of the
accordance with the prevailing government rules including approved flight manual or the airworthiness certificate, without
arrangement for suitable accommodation at the appropriate appropriate action being taken; or
location for its personnel; and
 The aircraft has been involved in an accident or incident that
 When necessary, the support of personnel appropriately affects the airworthiness of the aircraft, without subsequent
qualified in accordance with Annex III (Part-66) or equivalent appropriate action to restore airworthiness; or
personnel requirements lay down in Part 145 in the use of
 A modification or repair has not been approved in accordance
certifying staff located outside the State of Qatar.
with Part-21.
Upon surrender or revocation, the airworthiness review certificate
Validity of the Airworthiness Review Certificate shall be returned to the Authority
An airworthiness review certificate becomes invalid if: Findings
 Suspended or revoked; or A level 1 finding is any significant non-compliance with Part-M
requirements which lowers the safety standard and hazards seriously
 The airworthiness certificate is suspended or revoked; or
the flight safety.
 The aircraft is not on the aircraft register; or A level 2 finding is any non-compliance with the Part-M requirements
 The type certificate under which the airworthiness certificate which could lower the safety standard and possibly hazard the flight
was issued is suspended or revoked. safety.
An aircraft must not fly if the airworthiness certificate is invalid or if: After receipt of notification of findings, the person or organisation
accountable according to Part M Subpart B shall define a corrective
action plan and demonstrate corrective action to the satisfaction of the
Authority within a period agreed with this authority including
appropriate corrective action to prevent reoccurrence of the finding
and its root cause.

QCAA FORM 15 AIRWORTHINESS REVIEW CERTIFICATE

CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION

(CAMO) – (PART M SUBPART G)
The approved CAMO Exposition must specify the scope of work
approved.
For commercial air transport, the approval shall be a part of the Air
Operator Certificate issued by the Authority, for the aircraft operated.

APPROVAL CERTIFICATE PART-M SECTION A SUBPART G CONTINUING AIRWORTHINESS MANAGEMENT ORGANIZATION

CONTINUING AIRWORTHINESS MANAGEMENT EXPOSITION amendment eligible, be established by the continuing airworthiness
management organisation as part of the exposition and be approved
The CAMO shall provide an Exposition containing the following
by the Authority.
information
A statement signed by the accountable manager to confirm that the
organization will work in accordance with Part M and the exposition at FACILITIES
all times, and;
The CAMO shall provide suitable office accommodation at appropriate
 The organisation's scope of work, and; locations for the personnel. This should be such that the incumbents,
whether they are continuing airworthiness management, planning,
 The title(s) and name(s) of person(s) 0f the persons nominated technical records or quality staff, can carry out their designated tasks
 An organisation chart showing associated chains of in a manner that contributes to good standards.
responsibility between all the person(s) nominated. In the smaller Part M Subpart G organisations, the approving
 A list of the airworthiness staff specifying, where applicable, Authority may agree to these tasks being conducted from one
the staff authorised to issue permits to fly office subject to being satisfied that there is sufficient space and that
each task can be carried out without undue disturbance.
 A general description and location of the facilities, and;
Office accommodation should also include an adequate technical
 Procedures specifying how the continuing airworthiness library and room for document consultation.
management organisation ensures compliance with this Part,
and;
 The continuing airworthiness management exposition
amendment procedures, and;
 The list of approved aircraft maintenance programmes, or, for
aircraft not involved in commercial air transport, the list of
“generic” and “baseline” maintenance programmes.
The continuing airworthiness management exposition and its
amendments shall be approved by the Authority.
Notwithstanding previous paragraph, minor amendments to the
exposition may be approved indirectly through an indirect approval
procedure. The indirect approval procedure shall define the minor

PERSONNEL REQUIREMENTS The organization shall have sufficient appropriately qualified staff for
the expected work. The actual number of persons to be employed and
The organisation shall appoint an Accountable Manager, who has
their necessary qualifications is dependent upon the tasks to be
corporate authority for ensuring that all continuing airworthiness
performed and thus dependent on the size and complexity of the
management activities can be financed and carried out in accordance
organisation (general aviation aircraft, corporate aircraft, number of
with Part M.
aircraft and the aircraft types, complexity of the aircraft and their
For Commercial Air Transport the Accountable Manager shall be the age and for commercial air transport, route network, line or charter,
person who also has corporate authority for ensuring that all the ETOPS) and the amount and complexity of maintenance
operations of the operator can be financed and carried out to the contracting.
standard required for the issue of an air operator's certificate.
Consequently, the number of persons needed, and their qualifications
A person or group of persons shall be nominated with the may differ greatly from one organisation to another and a simple
responsibility of ensuring that the organisation is always in compliance formula covering the whole range of possibilities is not feasible.
with this Subpart. Such person(s) shall be ultimately responsible to
To enable the Authority to accept the number of persons and their
the Accountable Manager.
qualifications, an organisation should make an analysis of the tasks to
The person or group of persons should represent the continuing be performed, the way in which it intends to divide and/or combine
airworthiness management structure of the organisation and be these tasks, indicate how it intends to assign responsibilities and
responsible for all continuing airworthiness functions. establish the number of man/hours and the qualifications needed to
Dependent on the size of the operation and the organisational setup, perform the tasks. With significant changes in the aspects relevant to
the continuing airworthiness functions may be divided under individual the number and qualifications of persons needed, this analysis should
managers or combined in nearly any number of ways. However, if a be updated.
Quality System (required if the CAMO is approved to issue All nominated persons shall be able to show relevant knowledge,
Airworthiness Review Certificate or Recommendations) is in place it background and appropriate experience related to aircraft continuing
should be independent from the other functions. airworthiness.
For commercial air transport, the Accountable Manager shall The qualification of all personnel involved in continuing airworthiness
designate a nominated post holder. This person shall be responsible management shall be recorded.
for the management and supervision of continuing airworthiness
activities. He/she shall not be employed by a Part-145 approved
organisation under contract to the operator, unless specifically agreed
by the Authority.

All nominated person or group of persons should have:  The above recommendation may be replaced by 5 years
of experience additional to those already recommended by
 Practical experience and expertise in the application of
paragraph above. These 5 years should cover an appropriate
aviation safety standards and safe operating practices;
combination of experience in tasks related to aircraft
 A comprehensive knowledge of: maintenance and/or continuing airworthiness
management (engineering) and/or surveillance of such tasks;
- Relevant parts of operational requirements and
procedures;  Thorough knowledge with the CAMO exposition;
- The AOC holder's Operations Specifications when  Knowledge of a relevant sample of the type(s) of aircraft
applicable; gained through a formalised training course. These courses
- The need for, and content of, the relevant parts of the AOC should be at least at a level equivalent to Part-66 Appendix III
holder's Operations Manual when applicable; Level 1 General Familiarisation and could be imparted by a
Part-147 organisation, by the manufacturer, or by any other
 Knowledge of quality systems; organisation accepted by the QCAA. Relevant sample means
 Five years relevant work experience of which at least two that these courses should cover typical systems embodied in
years should be from the aeronautical industry in an those aircraft being within the scope of approval.
appropriate position;  For all balloons and any other aircraft of 2730 kg MTOM
 A relevant engineering degree or an aircraft maintenance and below the formalised training courses may be replaced
technician qualification with additional education acceptable by demonstration of knowledge. This knowledge may be
demonstrated by documented evidence or by an
to the Authority. relevant engineering degree‘ means an
engineering degree from aeronautical, mechanical, assessment performed by the QCAA. This assessment should
be recorded;
electrical, electronic, avionic or other studies relevant to
the maintenance and continuing airworthiness of - Knowledge of maintenance methods;
aircraft/aircraft components.
- Knowledge of applicable regulations.
For organisations extending airworthiness review certificates in
accordance with Part M, the organisation shall nominate persons
authorised to do so, subject to approval by the Authority. The
approval by the QCAA of the exposition, containing in the list of
personnel, constitutes their formal acceptance by the QCAA and also
their formal authorisation by the organisation. Airworthiness review

staff is automatically recognised as persons with authority to extend  Formal aeronautical maintenance training; and
an airworthiness review certificate in
 A position within the approved organisation with appropriate
The organisation shall define and keep updated in the continuing responsibilities.
airworthiness management exposition the title(s) and name(s) of the
nominated person(s)  (Notwithstanding points the above mentioned, the requirement
laid down in point M.A.707(a)1(b) may be replaced by five
For all large aircraft and for aircraft used for commercial air transport years of experience in continuing airworthiness additional to
the organisation shall establish and control the competence of those already required by point M.A.707(a)1(a).
personnel involved in the continuing airworthiness management,
airworthiness review and/or quality audits in accordance with a For aircraft not used in commercial air transport of 2 730 kg MTOM
procedure and to a standard agreed by the Authority. and below, and balloons, all the requirements are the same except
you only require at least three years‘ experience in continuing
Adequate initial and recurrent training should be provided and airworthiness
recorded to ensure continued competence.
An appropriate licence in compliance with Annex III (Part-66) is
any one of the following:
AIRWORTHINESS REVIEW STAFF  A category B1 licence in the subcategory of the aircraft
Airworthiness review staffs are only required if the Part M Subpart G reviewed, or
organization wants to be granted airworthiness review and, if  A category B2 or C licence, or
applicable permit to fly privileges.
 In the case of piston-engine non-pressurised aeroplanes of
To be approved to carry out airworthiness reviews and, if applicable, 2 000 kg MTOM and below, a category B3 licence. It is not
to issue permits to fly, an approved CAMO shall have appropriate necessary to satisfy the experience requirements of Part-66 at
airworthiness review staff to issue Airworthiness Review Certificates the time of the review.
or recommendations and, if applicable, to issue a permit to fly.
To hold a position with appropriate responsibilities means the
For all aircraft used in commercial air transport, and aircraft above 2 airworthiness review staff should have a position in the organisation
730 kg MTOM, except balloons, these staff shall have acquired. independent from the airworthiness management process or with
These staff should have acquired: overall authority on the airworthiness management process of
 At least five years‘ experience in continuing airworthiness; and complete aircraft.
 An appropriate license in compliance with Annex III (Part-66) Airworthiness review staff nominated by the approved continuing
or an aeronautical degree or a national equivalent; and airworthiness organisation can only be issued an authorisation by the
approved continuing airworthiness organisation when formally
accepted by the Authority after satisfactory completion of an

airworthiness review under supervision.
The organisation shall ensure that aircraft airworthiness review staff
can demonstrate appropriate recent continuing airworthiness
management experience.
Airworthiness review staff shall be identified by listing each person in
the CAMO exposition together with their airworthiness review
authorisation reference.
The organisation shall maintain a record of all airworthiness review
staff, which shall include details of any appropriate 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.

CONTINUING AIRWORTHINESS MANAGEMENT 9. Manage and archive all continuing airworthiness records
and/or operator's technical log.
All continuing airworthiness management shall be carried out
according to the prescriptions of Part M Subpart C. 10. Ensure that the mass and balance statement reflects the
current status of the aircraft.
For every aircraft managed, the approved continuing airworthiness
management organisation shall: In the case of commercial air transport, when the operator is not
appropriately approved to Part-145, the operator shall establish a
1. Develop and control a maintenance programme for the aircraft
written maintenance contract between the operator and a Part-145
managed including any applicable reliability programme,
approved organisation or another operator, detailing the functions
2. Present the aircraft maintenance programme and its contracted:
amendments to the Authority for approval, unless covered by
an indirect approval procedure and provide a copy of the  Defect and damage rectification.
programme to the owner of aircraft not involved in commercial  Maintenance required by the approved maintenance
air transport, programme
3. Manage the approval of modification and repairs,  The accomplishment of:
4. Ensure that all maintenance is carried out in accordance with - Airworthiness Directives
the approved maintenance programme and released in
accordance with M.A. Subpart H, - Operational directives with a continuing airworthiness
impact
5. Ensure that all applicable airworthiness directives and
operational directives with a continuing airworthiness impact, - Continuing airworthiness established by Authority
are applied, - Measures mandated by the authority in immediate reaction
6. Ensure that all defects discovered during scheduled to a safety problem
maintenance or reported are corrected by an appropriately  Modification and repairs
approved maintenance organisation,
Ensuring that all maintenance is ultimately carried out by a Part-145
7. Ensure that the aircraft is taken to an appropriately approved approved maintenance organisation and defining the support of the
maintenance organisation whenever necessary, quality functions of CAMO.
8. Coordinate scheduled maintenance, the application of
airworthiness directives, the replacement of service life limited
parts, and component inspection to ensure the work is carried
out properly,
The aircraft base, scheduled line maintenance and engine For line maintenance, the actual layout of the contract the IATA
maintenance contracts, together with all amendments, shall be Standard Ground Handling Agreement may be used as a basis, but
approved by the Authority. However, in the case of: this does not preclude the Authority of operator from ensuring that the
content of the contract is acceptable to them, and especially that the
 An aircraft requiring unscheduled line maintenance, the
contract allows the operator to properly exercise its maintenance
contract may be in the form of individual work orders
responsibility. Those parts of a contract that have no bearing on the
addressed to the Part-145 maintenance organisation.
technical or operational aspects of airworthiness are outside the
 Component maintenance, including engine maintenance, scope of this paragraph.
The contract may be in the form of individual work orders addressed A list of Part-145 approved contractors, or a reference to this
to the Part- 145 maintenance organisation. list, should be included in the operator‘s continuing airworthiness
management exposition.
A contracted out maintenance arrangement does not absolve the
OUTSOURCED MAINTENANCE
operator from its overall continuing airworthiness responsibility.
Both the specification of work and the assignment of responsibilities Specifically, in order to accept the maintenance arrangement,
should be clear, unambiguous and sufficiently detailed to ensure that the Authority should be satisfied that such an arrangement allows
no misunderstanding should arise between the parties concerned the operator to ensure full compliance with responsibilities under
(operator, maintenance organisation and the Authority) that could Part M Subpart B.
result in a situation where work that has a bearing on the
An operator can have maintenance arrangement with another
airworthiness or serviceability of aircraft is not or will not be properly
operator that is not a Part 145 organization. Such arrangement
performed.
should not preclude the operator from ensuring that all maintenance is
Special attention should be paid to procedures and responsibilities to performed by a Part 145 approved organization. Typical examples of
ensure that such arrangement are as follows:
 All maintenance work is performed,
 SBs are analysed and decisions taken on accomplishment,
 Airworthiness Directives are completed on time
 All work, including non-mandatory modifications is carried out
to approved data and to the latest standards.

Component Maintenance Work Orders

The operator may find it more appropriate to have a primary Maintenance contracts are not necessary when the operator‘s
contractor, that would despatch the components to appropriately continuing airworthiness system, as approved by the Authority,
approved organisations, rather than sending himself different types specifies that the relevant maintenance activity may be ordered
of components to various maintenance organisations approved under through one time work orders.
Part-145. The benefit for the operator is that the management of
This includes for obvious reasons unscheduled line maintenance
maintenance is simplified by having a single contact point for
and may also include aeroplane component maintenance up to
component maintenance. The operator remains responsible for
engines, so long as the Authority considers that the maintenance
ensuring that all maintenance is performed by maintenance
is manageable through work orders, both in term of volume and
organisations approved under Part-145 and in accordance with
complexity.
the approved standard.
It should be noted that this paragraph implies that even where base
maintenance is ordered on a case-by-case basis, there should be a
Aircraft, engine and component maintenance: written maintenance contract.
The operator may wish to have a maintenance contract with another Component maintenance, including engine maintenance, the contract
operator of the same type of aircraft not approved under Part-145. A as referred to in paragraph (c) may be in the form of individual work
typical case is that of a dry-leased aeroplane between operators, orders addressed to the Part- 145 maintenance organisation.
where the parties, for consistency or continuity reasons (especially for
short term lease agreements) find it appropriate to keep the aeroplane
under the current maintenance arrangement.
Where this arrangement involves various Part 145 approved
contractors, it might be more manageable for the lessee operator to
have a single contract with the lessor operator. Such an
arrangement should not be understood as a transfer of responsibility
to the lessor operator: the lessee operator, being the approved
operator of the aircraft, remains responsible for the continuing
airworthiness of the aircraft and employing continuing airworthiness
management group of persons and staff. The operator is required to
exercise the same level of control on contracted maintenance,
particularly through the continuing airworthiness management group
of persons and Quality System

Documentation
The approved CAMO shall hold and use applicable current
maintenance data for the performance of continuing airworthiness
tasks. This data may be provided by the owner or the operator,
subject to an appropriate contract being established with such an
owner or operator. In such case, the continuing airworthiness
management organisation only needs to keep such data for the
duration of the contract, except when required.
For aircraft not involved in commercial air transport, the approved
continuing airworthiness management organisation may develop
“baseline‘” and/or “generic” maintenance programmes in order to
allow for the initial approval and/or the extension of the scope of an
approval without having the contracts referred to in Appendix I to this
Annex (Part M). These baseline ‘and/or generic ‘maintenance
programmes however do not preclude the need to establish an
adequate Aircraft Maintenance Programme in due time before
exercising the privileges.

AIRWORTHINESS REVIEW 11. If required, the aircraft holds a noise certificate corresponding
to the current configuration of the aircraft in compliance with
To satisfy the requirement for the airworthiness review of an aircraft,
Subpart I of the Annex (Part-21) of QCAR 1002/2006.
a full documented review of the aircraft records shall be carried out by
the approved CAMO in order to be satisfied that: The airworthiness review staff of the approved continuing
airworthiness management organisation shall carry out a physical
1. Airframe, engine and propeller flying hours and associated
survey of the aircraft. For this survey, airworthiness review staff not
flight cycles have been properly recorded; and
appropriately qualified to Part-66 shall be assisted by such qualified
2. The flight manual is applicable to the aircraft configuration and personnel.
reflects the latest revision status; and
Through the physical survey of the aircraft, the airworthiness review
3. All the maintenance due on the aircraft according to the staff shall ensure that:
approved maintenance programme has been carried out; and
1. All required markings and placards are properly installed; and
4. All known defects have been corrected or, when applicable,
2. The aircraft complies with its approved flight manual; and
carried forward in a controlled manner; and
3. The aircraft configuration complies with the approved
5. All applicable airworthiness directives have been applied and
documentation; and
properly registered; and
4. No evident defect can be found that has not been addressed
6. All modifications and repairs applied to the aircraft have been
in accordance with Part M Subpart D; and
registered and are approved according to the Annex (Part-21)
of QCAR 1002/2006; and 5. No inconsistencies can be found between the aircraft and the
documented review of records.
7. All service life limited components installed on the aircraft are
properly identified, registered and have not exceeded their The physical survey could require actions categorised as
approved service life limit; and maintenance (e.g. operational tests, tests of emergency equipment,
visual inspections requiring panel opening etc.). In this case, after the
8. All maintenance has been released in accordance with this
airworthiness review a release to service should be issued in
Part; and
accordance with Part-M. The physical survey may include verifications
9. The current mass and balance statement reflects the to be carried out during flight and relevant sample check items.
configuration of the aircraft and is valid; and
The Part M Subpart G organisation should develop procedures for the
10. The aircraft complies with the latest revision of its type design airworthiness review staff to produce a compliance report that
approved by the competent authority of the State of Design; confirms the physical survey has been carried out and found
and satisfactory.

A copy of both physical survey and document review compliance PRIVILEGES OF THE ORGANISATION
reports stated above should be sent to the Authority together with any
An approved CAMO may:
recommendation issued.
 Manage the continuing airworthiness of aircraft, except those
Under Subpart I, an Airworthiness Review Certificate is valid for 12
involved in commercial air transport, as listed on the approval
months. However, an airworthiness review can be anticipated by a
certificate;
maximum period of 90 days without loss of continuity of the
airworthiness review pattern, to allow the physical review to take place  Manage the continuing airworthiness of commercial air
during a maintenance check. transport aircraft when listed both on its approval certificate
The airworthiness review certificate (QCAA Form 15b) or the and on its Air Operator Certificate (AOC);
recommendation for the issue of the airworthiness review certificate  Arrange to carry out limited continuing airworthiness tasks with
referred to in Appendix III to Annex I (Part-M) can only be issued by any contracted organisation, working under its quality system,
appropriately authorized review staff on behalf of the approved CAMO as listed on the approval certificate;
when satisfied that the airworthiness review has been properly carried
out or by a certifying staff in cases provided in this Part once they are An approved CAMO may additionally be approved to:
satisfied that the airworthiness review has been completely carried out 1. Extend, under the certain conditions, an airworthiness review
and that there is no non-compliance which is known to endanger flight certificate that has been issued by the Authority or by another
safety. continuing airworthiness management organisation approved
A copy of any airworthiness review certificate issued or extended for in accordance with Section A, Subpart G of this Annex (Part
an aircraft shall be sent to the Authority within 10 days. M);
Airworthiness review tasks shall not be sub-contracted. 2. Carry out airworthiness reviews
Should the outcome of the airworthiness review be inconclusive, the 3. Issue the related airworthiness review certificate and extend it
Authority shall be informed as soon as practicable but in any case in due time under the conditions
within 72 hours of the organisation identifying the condition to which 4. Issue a recommendation for the airworthiness review to the
the review relates. Authority.
A CAMO whose approval includes the privileges referred to in this
Part may additionally be approved to issue a permit to fly in
accordance with (Part 21A.173 (b)) of the Annex (Part-21) to QCAR
1002/2006 for the particular aircraft for which the organisation is
approved to issue the airworthiness review certificate, when the

continuing airworthiness management organisation is attesting QUALITY SYSTEM

conformity with approved flight conditions, subject to an adequate
To ensure that the approved CAMO continues to meet the
approved procedure in the exposition
requirements of this Subpart, it shall establish a quality system and
The sentence for the particular aircraft for which the organisation is designate a Quality Manager to monitor compliance with, and the
approved to issue the airworthiness review certificate contained in this adequacy of, procedures required to ensure airworthy aircraft.
Part means that: Compliance monitoring shall include a feedback system to the
Accountable Manager to ensure corrective action as necessary.
 For aircraft used in commercial air transport, and aircraft
above 2730 kg MTOM, except balloons, the permit to fly can Procedures should be held current such that they reflect best practice
only be issued for aircraft which are in a controlled within the organisation. It is the responsibility of all employees to
environment and are managed by that Part M Subpart G report any difficulties with the procedures via their organisation‘s
organisation. internal occurrence reporting mechanisms.
 For aircraft not involved in commercial air transport of 2730 kg All procedures, and changes to the procedures, should be verified and
MTOM and below, and for all balloons, the permit to fly can be validated before use where practicable.
issued for any aircraft. The feedback part of the system should address who is
A CAMO must be registered in the Authority to be granted the required to rectify any noncompliance in each particular case and
privileges relating to the issue of or recommendation for an the procedure to be followed if rectification is not completed within
Airworthiness Certificate. appropriate timescales. The procedure should lead to the Accountable
Manager.
It is not necessary for a CAMO to be approved to carry out
airworthiness reviews. This can be contracted to another The Quality System must monitor MA Subpart G activities. It will, at
appropriately approved organization. In this case, the airworthiness least, include the following functions, monitoring:
review should be carried out every year and the Airworthiness Review  That all M.A. Subpart G activities are being performed in
Certificate issued by the Authority following a recommendation accordance with the approved procedures, and;
 That all contracted maintenance is carried out in accordance
with the contract, and;
 The continued compliance with the requirements of this Part.
The records of these activities shall be stored for at least two years.

The primary objectives of the quality system are to enable the Provided that there are no safety related findings, the audit time
M.A. Subpart G organisation to ensure airworthy aircraft and to periods specified in this AMC may be increased by up to 100%
remain in compliance with the Part-M requirements. subject to agreement by the Authority.
An essential element of the quality system is the independent audit Where the organisation has more than one location approved the
that is an objective process of routine sample checks of all aspects of quality system should describe how these are integrated into the
the Part M Subpart G organisation‘s ability to carry out continuing system and include a plan to audit each location every year.
airworthiness management to the required standards. It includes
A report should be raised each time an audit is carried out describing
some product sampling as this is the end result of the process.
what was checked and the resulting findings against applicable
The independence of the audit should be established by always requirements, procedures and products.
ensuring that audits are carried out by personnel not responsible for
An organisation should establish a quality plan acceptable to the
the function, procedure or products being checked.
Authority of approval to show when and how often the activities as
The independent audit represents an objective overview of the required by M.A. Subpart G will be audited.
complete continuing airworthiness management related activities. It
The independent quality audit reports arising out of monitoring
is intended to complement the requirement for an airworthiness
activities should be sent to the relevant department for rectification
review to be satisfied that all aircraft managed by the organisation
action giving target rectification dates. Rectification dates should be
remain airworthy.
discussed with such department before the quality department or
The independent audit should ensure that all aspects of Part M. nominated quality auditor confirms such dates in the report. The
Subpart G compliance are checked annually, including all the sub- relevant department is required to rectify findings and inform the
contracted activities, and may be carried out as a complete single quality manager or the quality auditor of such rectification.
exercise or subdivided over the annual period in accordance with a
The Accountable Manager should hold regular meetings with staff to
scheduled plan.
check progress on rectification except that in the large
The independent audit does not require each procedure to be organisations such meetings may be delegated on a day to day
checked against each product line when it can be shown that the basis to the quality manager subject to the accountable manager
particular procedure is common to more than one product line and the meeting at least twice per year with the senior staff involved to review
procedure has been checked every year without resultant findings. the overall performance and receiving at least a half yearly summary
report on findings of non-compliance.
Where findings have been identified, the particular procedure should
be rechecked against other product lines until the findings have been Where the approved CAMO is approved in accordance with another
rectified after which the independent audit procedure may revert back Part, the quality system may be combined with that required by the
to the annual interval for the particular procedure. other Part.

In case of commercial air transport the Part Subpart G quality system CHANGES TO THE APPROVED CONTINUING AIRWORTHINESS
shall be an integrated part of the operator's quality system. ORGANISATION
In the case of a small organisation not managing the continuing The approved continuing airworthiness management organisation
airworthiness of aircraft used in commercial air transport, the quality shall notify it of any proposal to carry out any of the following changes,
system may be replaced by regular organisational reviews subject to before such changes take place:
the approval of the Authority, except when the organisation issues
1. The name of the organisation.
airworthiness review certificates for aircraft above 2 730 kg MTOM
other than balloons. In the case where there is no quality system, the 2. The location of the organisation.
organisation shall not contract continuing airworthiness management 3. Additional locations of the organisation.
tasks to other parties.
4. The accountable manager.
A small organisation is considered to be an organisation with up
to 5 full-time staff or equivalent proportional number when using 5. Any of the nominated managers
part-time staff. The complexity of the organization, combination of 6. The facilities, procedures, work scope and staff that could
aircraft and aircraft types, the utilisation of the aircraft and the number affect the approval.
of approved locations of the organisations should also be considered
before replacing the quality system by an organisational review. In the case of proposed changes in personnel not known to the
earliest opportunity.

Record-Keeping Where a continuing airworthiness management organisation

terminates its operation, all retained records shall be transferred to the
The CAMO shall record all details of work carried out. The continuing
owner of the aircraft.
airworthiness review and technical log records required by Subpart C
shall be retained. The Part M Subpart G organisation should ensure that it always
receives a complete CRS from the approved maintenance
If the CAMO has the privileges relating to the issue of or
organization, certifying staff mentioned in Part M and/or from the Pilot-
recommendation for an Airworthiness Review Certificate, it shall retain
owner such that the required records can be retained. The system to
a copy of each airworthiness review certificate and recommendation
keep the continuing airworthiness records should be described in the
issued or, as applicable, extended, together with all supporting
CAMO exposition.
documents. In addition, the organisation shall retain a copy of any
airworthiness review certificate that it has extended under the When an organisation arranges for the relevant maintenance
privilege until two years after the aircraft has been withdrawn from organisation to retain copies of the continuing airworthiness
service. records on its behalf, it will nevertheless continue to be
responsible for the records relating to the preservation of records.
If the CAMO has the privilege relating to the issue of Permit to Fly, it
shall retain a copy of each permit to fly issued in accordance with the If it ceases to be the organisation of the aircraft, it also
provisions of the Annex (Part-21) to QCAR 1002/2006. The copy remains responsible for transferring the records to any other person or
should be retained until two years after the aircraft has been organisation managing continuing airworthiness of the aircraft.
withdrawn from service.
Keeping continuing airworthiness records in a form acceptable to the
The records shall be stored in a manner that ensures protection from Authority means in paper form or on a computer database or a
damage, alteration and theft. combination of both methods. Records stored in microfilm or optical
disc form are also acceptable. The record should remain legible
All computer hardware used to ensure backup shall be stored in a
throughout the required retention period.
different location from that containing the working data in an
environment that ensures they remain in good condition. Paper systems should use robust material which can withstand
normal handling and filing.
Where continuing airworthiness management of an aircraft is
transferred to another organisation or person, all retained records Computer systems should have at least one backup system which
shall be transferred to the said organisation or person. The time should be updated within 24 hours of any new entry. Each terminal is
periods prescribed for the retention of records shall continue to apply required to contain programme safeguards against the ability of
to the said organisation or person. unauthorised personnel to alter the database.

Microfilming or optical storage of continuing airworthiness records Findings

may be carried out at any time. The records should be as legible as
A level 1 finding is any significant non-compliance with Part-M
the original record and remain so for the required retention period.
requirements which lowers the safety standard and hazards seriously
the flight safety.
Continued Validity of Approval 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.
An approval shall be issued for an unlimited duration. It shall remain
After receipt of notification of findings, the holder of the continuing
valid subject to:
airworthiness management organisation approval shall define a
 The organisation remaining in compliance with this Part, in corrective action plan and demonstrate corrective action to the
accordance with the provisions related to the handling of satisfaction of the Authority within a period agreed with this Authority.
findings as specified under Part M section B and;
 The Authority being granted access to the organisation to
determine continued compliance with this Part, and;
 The approval not being surrendered or revoked.
Upon surrender or revocation, the approval certificate shall be
returned to the Authority.

MAINTENANCE ORGANISATION (PART M SUBPART F) Scope

Introduction Subpart F establishes the requirements to be met by an organisation
to qualify for the issue or continuation of an approval for the
There are two types of Maintenance Organisations. We have
maintenance of aircraft OTHER THAN large aircraft and aircraft
used for commercial air transport.
The aviation sector operating such aircraft is known as General
Aviation (GA).
The requirements are similar to those laid down in Part 145. A Part M
Subpart F Maintenance Organisation can be considered the GA
equivalent of a Part 145 Maintenance Organisation.
Note: A Part 145 organisation can be used for the
maintenance of any aircraft providing it is appropriately
approved.
Extent of approval
For aeroplanes with a maximum take-off mass of more than 5700 kg,
or a multiengine helicopter or for aircraft used for commercial air An organisation involved in activities subject to this Subpart shall not
transport all maintenance, except for pre-flights, must be carried out exercise its activities unless approved by the Authority. Appendix V to
by a Part 145 organisation. Annex I (Part-M) provides the template certificate for this approval.
For aeroplanes with a maximum take-off mass of less than or equal to The following table identifies the ATA specification 2200 chapter
5700 kg NOT used for commercial air transport and for single engine for the category C component rating. If the maintenance manual (or
helicopters NOT used for commercial air transport all maintenance, equivalent document) does not follow the ATA Chapters, the
except for pre-flights, may be carried out by a Part M, Subpart F corresponding subjects still apply to the applicable C rating.
organisation or by a Part 145 organisation
In general, Part 145 specifies far more detailed and extensive
requirements than Subpart F.

MAINTENANCE ORAGANIZATION APPROVAL REFERED TO IN ANNEX 1 (PART-M) SUBPART F



MAINTENANCE ORGANISATION MANUAL

a) The maintenance organisation‘s manual shall specify the The Part 145 equivalent of a Subpart F Manual is called an
scope of work deemed to constitute approval. Appendix IV to Exposition. The maintenance organisation shall provide a manual
Annex I (Part-M) defines all classes and ratings possible under containing at least the following information:
Subpart F.
 A statement signed by the accountable manager to confirm
b) An approved maintenance organisation may fabricate, in that the organization will continuously work in accordance with
conformity with maintenance data, a restricted range of parts Part-M and the manual at all times, and;
for the use in the course of undergoing work within its own
facilities, as identified in the maintenance organisation manual.  The organisation's scope of work, and;
 The title(s) and name(s) of person(s) nominated with the
responsibility of ensuring that the organization is always in
compliance with this Sup Part
 An organisation chart showing associated chains of
responsibility between the person(s) referred to 3 above;
 A list of certifying staff with their scope of approval, and;
 A list of locations where maintenance is carried out, together
with a general descriptions of the facilities, and;
 Procedures specifying how the maintenance organisation
ensures compliance with this Part, and;
 The maintenance organisation manual amendment
procedure(s).
While the equivalent list for a Part 145 Exposition requires all the
above, the Part 145 list is significantly longer.
Maintenance organisation manual and its amendments shall be
approved by the Authority however minor amendments to the manual
may be approved through a procedure (hereinafter called indirect
approval.

FACILITIES management of any unserviceable component should be ensured

according to the pertinent procedure approved to that organisation.
The organisation shall ensure that:
Procedures should be defined by the organisation describing the
Facilities are provided for all planned work, specialised workshops
decision process for the status of unserviceable components. This
and bays are segregated as appropriate, to ensure protection from
procedure should identify at least the following:
contamination and the environment.
Office accommodation is provided for the management of all planned  Role and responsibilities of the persons managing the decision
work including in particular, the completion of maintenance records. process;
Secure storage facilities are provided for components, equipment,  Description of the decision process to choose between
tools and material. Storage conditions shall ensure segregation of maintaining, storing or mutilating a component;
unserviceable components and material from all other components,  Traceability of decision
material, equipment and tools. Storage conditions shall be in
accordance with the manufacturers' instructions and access shall be
restricted to authorised personnel. Part 145 requirements are more extensive.
Storage facilities for serviceable aircraft components should be clean,
well ventilated and maintained at an even dry temperature to minimise
the effects of condensation. Manufacturer‘s storage recommendations
should be followed for those aircraft components identified in such
published recommendations.
Adequate storage racks should be provided and strong enough
to hold aircraft components and provide sufficient support for large
aircraft components such that the component is not damaged during
storage.
All aircraft components, wherever practicable, should remain
packaged in their protective material to minimise damage and
corrosion during storage. A shelf life control system should be utilised
and identity tags used to identify components.
Segregation means storing unserviceable components in a separate
secured location from serviceable components. Segregation and

PERSONNEL REQUIREMENTS  Practical experience and expertise in the application of

aviation safety standards and safe maintenance practices;
Accountable Manager  Comprehensive knowledge of:
The organisation shall appoint an Accountable Manager, who has  Part-M and any associated requirements and procedures;
corporate authority for ensuring that all maintenance required by the  The maintenance organisation manual;
customer can be financed and carried out to the standard required by
this Part.  Five years aviation experience of which at least three years
should be practical maintenance experience;
The Accountable Manager may be the Accountable Manager for more
than one organisation and is not required to be necessarily  Knowledge of the relevant type(s) of aircraft or components
knowledgeable on technical matters. When the Accountable Manager maintained. This knowledge may be demonstrated by
is not the Chief Executive Officer, the Authority will need to be documented evidence or by an assessment performed by the
assured that such an Accountable Manager has direct access to Chief QCAA. This assessment should be recorded. Training courses
Executive Officer and has a sufficiency of maintenance funding should be as a minimum at a level equivalent to Part-66
allocation. Appendix III Level 1 General Familiarisation, and could be
imparted by a Part147 organisation, by the manufacturer, or by
any other organisation accepted by the QCAA.
Department or Section Managers  Knowledge of maintenance standards.
A person or group of persons shall be nominated, acceptable to the
Authority, with the responsibility of ensuring that the organisation is
always in compliance with this Subpart. Other Staff
The maintenance organisation should have, dependent upon the The organisation shall have appropriate staff for the normal expected
extent of approval, an Aircraft Maintenance Manager, a Workshop contracted work. The use of temporarily sub-contracted staff is
Manager all of whom should report to the Accountable Manager. In permitted in the case of higher than normally expected contracted
small maintenance organisations any manager may also be the work and only for personnel not issuing a CRS.
accountable manager, and may also be the aircraft maintenance The qualification of all personnel involved in maintenance shall be
manager or the workshop manager. demonstrated and recorded.
All managers shall be able to show relevant knowledge, background Such person should be assessed for competence by 'on the job'
and appropriate experience related to aircraft and/or component evaluation and/or by examination relevant to their particular job role
maintenance. This means they must have: within the organisation before unsupervised work is permitted.
Adequate initial and recurrent training should be provided and Certifying Staff
recorded to ensure continued competence
The organisation may use certifying staff qualified in accordance with
Personnel who carry out specialised tasks such as welding, non- the following provisions when providing maintenance support to
destructive testing/inspection other than colour contrast shall be operators involved in commercial operations, subject to appropriate
qualified in accordance with an officially recognised standard. procedures to be approved as part of the organisation‘s manual:
For NDT, a qualification to level 1, 2 or 3 as defined by European 1. For a repetitive pre-flight airworthiness directive which
Standard EN 4179 dependant upon the non-destructive testing specifically states that the flight crew may carry out such
function to be carried out. airworthiness directive, the organization may issue a limited
certifying staff authorisation to the aircraft commander on the
Boroscoping and other techniques such as delamination coin tapping
basis of the flight crew licence held, provided that the
are non-destructive inspections rather than non-destructive testing.
organisation ensures that sufficient practical training has been
The Subpart F approved maintenance organization should establish a
carried out to ensure that such person can accomplish the
procedure to ensure that personnel who carry out and interpret such
airworthiness directive to the required standard;
inspections are properly trained and assessed for their competence
with the process. 2. In the case of aircraft operating away from a supported
location the organisation may issue a limited certifying staff
The maintenance organisation shall have sufficient certifying staff to
authorisation to the aircraft commander on the basis of the
issue CRS for aircraft and components. They shall comply with the
flight crew licence, provided that the organisation ensures that
requirements of Part-66.
sufficient practical training has been carried out to ensure that
Again, Part 145 has similar but more detailed requirements. such person can accomplish the task to the required standard.
3. The authorisation should have a finite life of twelve months
subject to satisfactory recurrent training on the applicable
aircraft type.

In addition, certifying staff can only exercise their privileges, if the The organisation should hold copies of all documents that attest to
organisation has ensured that they: qualification, and to recent experience
 Can demonstrate that in the preceding two-year period they In the following unforeseen cases, where an aircraft is grounded at a
have either had six months of relevant maintenance location other than the main base where no appropriate certifying
experience or, met the provision for the issue of the staffs is available, the maintenance organisation contracted to provide
appropriate privileges; ; maintenance support may issue a one-off certification authorisation:
 Have an adequate understanding of the relevant aircraft  To one of its employees holding type qualifications on aircraft
and/or aircraft component(s) to be maintained together with of similar technology, construction and systems; or
the associated organisation procedures.
 To any person with not less than three years maintenance
Adequate understanding of the relevant aircraft and/or aircraft experience and holding a valid ICAO aircraft maintenance
component(s) to be maintained together with the associated licence rated for the aircraft type requiring certification
organisation procedures means that the person has received provided there is no organisation appropriately approved
training and has relevant maintenance experience on the product under this Part at that location and the contracted organization
type and associated organisation procedures such that the obtains and holds on file evidence of the experience and the
person understands how the product functions, what are the more licence of that person.
common defects with associated consequences.
All such cases must be reported to the Authority within seven days of
All prospective certifying staff are required to be assessed for the issuance of such certification authorisation. The approved
competence, qualification and capability related to intended certifying maintenance organisation issuing the one-off certification
duties. Competence and capability can be assessed by having the authorisation shall ensure that any such maintenance that could affect
person work under the supervision of another certifying person for flight safety is re-checked.
sufficient time to arrive at a conclusion. Sufficient time could be as
The approved maintenance organisation shall record all details
little as a few weeks if the person is fully exposed to relevant work.
concerning certifying staff and maintain a current list of all certifying
The person need not be assessed against the complete spectrum of
staff together with their scope of approval as part of the organisation‘s
intended duties.
manual.
When the person has been recruited from another approved
maintenance organisation and was a certifying person in that
organisation then it is reasonable to accept a written confirmation from
the previous organisation.

COMPONENTS, EQUIPMENT AND TOOLS MAINTENANCE DATA

The organisation shall: The approved maintenance organisation shall hold and use applicable
current maintenance data specified in Subpart D in the performance
 Hold the equipment and tools specified in the maintenance
of maintenance including modifications and repairs. In the case of
data verified equivalents as listed in the maintenance
customer provided maintenance data, it is only necessary to have
organisation manual as necessary for day-to-day maintenance
such data when the work is in progress.
within the scope of the approval; and,
 Demonstrate that it has access to all other equipment and
tools used only on an occasional basis. MAINTENANCE WORK ORDERS
Tools and equipment shall be controlled and calibrated to an officially Before the commencement of maintenance a written work order shall
recognised standard. Records of such calibrations and the standard be agreed between the organisation and the organisation requesting
used shall be kept by the organisation. maintenance to clearly establish the maintenance to be carried out.
The control of these tools and equipment requires that the
organisation has a procedure to inspect/service and, where MAINTENANCE STANDARDS
appropriate, calibrate such items on a regular basis and indicate to
users that the item is within any inspection or service or calibration All maintenance shall be carried out in accordance with the
time limit. requirements of M.A. Subpart D.
A clear system of labelling all tooling, equipment and test equipment
is therefore necessary giving information on when the next inspection AIRCRAFT CRS
or service or calibration is due and if the item is unserviceable for any
other reason where it may not be obvious. A register should be At the completion of all required aircraft maintenance in accordance
maintained for all the organisation‘s precision tooling and equipment with this Subpart an aircraft certificate of release to service shall be
together with a record of calibrations and standards used. issued according to Subpart H. A QCAA Form 1 shall be issued
except for those components fabricated by the maintenance
Inspection, service or calibration on a regular basis should be in organization.
accordance with the equipment manufacturers' instructions except
where the M.A. Subpart F organization can show by results that a An aircraft component which has been maintained off the aircraft
different time period is appropriate in a particular case. requires the issuance of a certificate of release to service for such
maintenance and another CRS to service in regard to being installed
The organisation shall inspect, classify and appropriately segregate all properly on the aircraft when such action occurs.
incoming components.

SPECIAL CASES For the purpose of the issue of a Form 1 in these cases, appropriately
rated means a Subpart F organisation with an approval class rating
When an organisation maintains a component for use by the same
for the type of component or for the product in which it may be
organisation, an QCAA Form 1 may not be necessary depending
installed.
upon the organisation‘s internal release procedures defined in the
maintenance organisation exposition. To be able to issue a Form 1 in these cases, a Subpart F
Maintenance Organisation must include appropriate procedures in the
There are particular cases considered in the Part M Acceptable
approved manual. The organisation is responsible for ensuring that
Means of Compliance (AMC) where a component may be issue with
all reasonable measures are taken to ensure that only approved and
an QCAA Form 1 by an appropriately rated Subpart F organisation
serviceable aircraft components are issued an EASA Form 1.
 Components in storage prior to Part-145, Part-M and Part-21
 For all these cases QCAA Form 1 should be issued by signing
and not released on a QCAA Form 1 or equivalent
in block 14b and stating "Inspected" in block 11. In addition,
manufactured by an organization acceptable to the Authority at
block 12 should specify:
the time
 When the last maintenance was carried out and by whom;
 Removed serviceable from active aircraft which have been
withdrawn from service, this paragraph provides additional  If the component is unused, when the component was
guidance regarding the conditions under which a QCAA manufactured and by whom with a cross reference to any
Form 1 may be issued . original documentation which should be included with the
1. Maintained before Part-145 or Part-M became effective or Form;
manufactured before Part-21 became effective.  A list of all airworthiness directives, repairs and modifications
2. Used on an aircraft and removed in a serviceable known to have been incorporated. If no airworthiness
condition. Examples include leased and loaned aircraft directives or repairs or modifications are known to be
components. incorporated then this should be so stated
3. Removed from aircraft which have been withdrawn from  Detail of life used for service life limited parts being any
service, or from aircraft which have been involved in combination of fatigue, overhaul or storage life;
abnormal occurrences such as accidents, incidents,  For any aircraft component having its own maintenance history
heavy landings or lightning strikes. record, reference to the particular maintenance history record
4. Components maintained by an unapproved organisation as long as the record contains the details that would otherwise
installed. be required in block 12. The maintenance history record and
acceptance test report or statement, if applicable, should be
attached to the QCAA Form 1.
NEW / UNUSED AIRCRAFT COMPONENTS If it is not possible to establish satisfactory compliance with all
applicable conditions specified in subparagraph 2.5.1 (a) to (c)
Any unused aircraft component in storage without a QCAA Form 1 up
inclusive the aircraft component should be disassembled by an
to the effective date for Part-21 that was manufactured by an
appropriately rated organisation and subjected to a check for
organisation acceptable to the Authority at the time may be issued a
incorporated airworthiness directives, repairs and modifications and
QCAA Form 1 by an appropriately rated maintenance organisation
inspected/tested in accordance with the maintenance data to establish
approved under M.A. Subpart F. The QCAA Form 1 should be issued
satisfactory condition and, if relevant, all seals, lubricants and
in accordance with the following subparagraphs which should be
life limited parts replaced. Upon satisfactory completion after
included in a procedure within the maintenance organisation manual.
reassembly a QCAA Form 1 may be issued stating what was carried
Note 1: It should be understood that the release of a stored out and the reference to the maintenance data included.
but unused aircraft component in accordance with this paragraph
represents a maintenance release under M.A. Subpart F and not a
production release under Part-21 Subpart K. It is not intended to
bypass the production release procedure approved by the Competent
Authority of the State of Design for parts and subassemblies intended
for fitment on the manufacturers own production line.
a) An acceptance test report or statement should be available for
all used and unused aircraft components that are subject
to acceptance testing after manufacturing or maintenance
as appropriate.
b) The aircraft component should be inspected for compliance
with the manufacturer‘s instructions and limitations for
storage and condition including any requirement for limited
storage life, inhibitors, controlled climate and special
storage containers. In addition or in the absence of specific
storage instructions the aircraft component should be
inspected for damage, corrosion and leakage to ensure good
condition.
c) The storage life used of any storage life limited parts should be
established.

USED AIRCRAFT COMPONENTS REMOVED FROM A g) The flight hours/cycles/landings as applicable of any
SERVICEABLE AIRCRAFT. service life limited parts including time since overhaul
should be established.
1. Serviceable aircraft components removed from a Qatar
registered aircraft may be issued a QCAA Form 1 by an h) Compliance with known applicable airworthiness directives
appropriately rated organisation subject to compliance with should be established.
this subparagraph.
i) Subject to satisfactory compliance with this subparagraph
a) The organisation should ensure that the component was 2.6.1 a QCAA Form 1 may be issued and should contain
removed from the aircraft by an appropriately qualified the information as specified in paragraph 2.4 including the
person. aircraft from which the aircraft component was removed.
b) The aircraft component may only be deemed serviceable if 2. Serviceable aircraft components removed from a foreign
the last flight operation with the component fitted revealed registered aircraft may only be issued a QCAA Form 1 if the
no faults on that component/related system. components are leased or loaned from the maintenance
organisation approved under M.A. Subpart F who retains
c) The aircraft component should be inspected for
control of the airworthiness status of the components. A QCAA
satisfactory condition including in particular damage,
Form 1 may be issued and should contain the information as
corrosion or leakage and compliance with any additional
specified in paragraph 2.4 including the aircraft from which the
maintenance data.
aircraft component was removed.
d) The aircraft record should be researched for any unusual
events that could affect the serviceability of the aircraft
component such as involvement in accidents, incidents,
heavy landings or lightning strikes. Under no
circumstances may a QCAA Form 1 be issued in
accordance with this paragraph 2.6 if it is suspected
that the aircraft component has been subjected to
extremes of stress, temperatures or immersion which
could affect its operation.
e) A maintenance history record should be available for all
used serialised aircraft components.
f) Compliance with known modifications and repairs should
be established.

Used aircraft components removed from an aircraft withdrawn from accordance with the appropriate maintenance data and
service. Serviceable aircraft components removed from a Qatar disassembly plan.
registered aircraft withdrawn from service may be issued a QCAA
f) All recorded aircraft defects should be reviewed and the
Form 1 by a maintenance organization approved under M.A. Subpart
possible effects these may have on both normal and
F subject to compliance with this sub paragraph.
standby functions of removed components are to be
a) Aircraft withdrawn from service are sometimes dismantled for considered.
spares. This is considered to be a maintenance activity
g) Dedicated control documentation is to be used as
and should be accomplished under the control of an
detailed by the disassembly plan, to facilitate the recording of
organisation approved under M.A. Subpart F, employing
all maintenance actions and component removals performed
procedures approved by the Authority.
during the disassembly process. Components found to be
b) To be eligible for installation components removed from such unserviceable are to be identified as such and quarantined
aircraft may be issued with a QCAA Form 1 by an pending a decision on the actions to be taken. Records of the
appropriately rated organisation following a satisfactory maintenance accomplished to establish serviceability are to
assessment. form part of the component maintenance history.
c) As a minimum the assessment will need to satisfy the h) Suitable M.A. Subpart F facilities for the removal and storage
standards set out in paragraphs 2.5 and 2.6 as appropriate. of removed components are to be used which include
This should where known, include the possible need for the suitable environmental conditions, lighting, access
alignment of scheduled maintenance that may be necessary equipment, aircraft tooling and storage facilities for the work
to comply with the maintenance programme applicable to to be undertaken. While it may be acceptable for components
the aircraft on which the component is to be installed. to be removed, given local environmental conditions, without
the benefit of an enclosed facility subsequent disassembly (if
d) Irrespective of whether the aircraft holds a certificate of
required) and storage of the components should be in
airworthiness or not, the organisation responsible for certifying
accordance with the manufacturer‘s recommendations.
any removed component should satisfy itself that the
manner in which the components were removed stored are
compatible with the standards required by M.A. Subpart F.
e) A structured plan should be formulated to control the aircraft
disassembly process. The disassembly is to be carried out by
an appropriately rated organisation under the supervision of
certifying staff, which will ensure that the aircraft components
are removed and documented in a structured manner in

Used aircraft components maintained by organisations not approved GENERAL

in accordance with M.A. Subpart F or Part-145.
A QCAA Form 1 should not be issued for any component when it is
For used components maintained by a maintenance organisation not known that the component is unserviceable except in the case of a
approved under M.A. Subpart F or Part-145, due care should be taken component undergoing a series of maintenance processes at several
before acceptance of such components. In such cases an approved maintenance organisations and the component needs a
appropriately rated maintenance organisation approved under M.A. certificate for the previous maintenance process carried out for the
Subpart F should establish satisfactory conditions by: next approved maintenance organisation to accept the component for
subsequent maintenance processes. In such a case, a clear
a) Dismantling the component for sufficient inspection in
statement of limitation should be endorsed in block 12.
accordance with the appropriate maintenance data,
The QCAA Form 1 is to be used for domestic purpose only, and
b) Replacing of all service life limit components when no
serves as an official certificate for components from the maintenance
satisfactory evidence of life used is available and/or the
organisation to users. The certificate is not a delivery or shipping note.
components are in an unsatisfactory condition,
It should only be issued by organisations approved by the Authority as
c) Reassembling and testing as necessary the component, applicable within the scope of the approval.
d) Completing all certification requirements The component certificate release to service document, QCAA Form
1 may be generated from a computer database.
Used aircraft components removed from an aircraft involved in an

accident or incident.
Such components should only be issued with a QCAA Form 1 when
processed in the previous case where used aircraft components
removed from an aircraft withdrawn from service
A specific work order including all additional necessary tests and
inspections made necessary by the accident or incident should be
raised. Such a work order may require input from the TC holder or
original manufacturer as appropriate. This work order should be
referenced in block 13.


Maintenance records from that containing the working data in an environment that ensures
they remain in good condition.
The approved maintenance organisation shall record all details of
work carried out. Records necessary to prove all requirements have The approved maintenance organisation shall provide a copy of each
been met for issuance of the certificate of release to service including CRS to the aircraft owner, together with a copy of any specific
the sub-contractor's release documents shall be retained. approved repair/modification data used for repairs/modifications
carried out.
Properly executed and retained records provide owners, operators
and maintenance personnel with information essential in The approved maintenance organisation shall retain a copy of all
controlling unscheduled and scheduled maintenance, and maintenance records and any associated maintenance data for three
troubleshooting to eliminate the need for re-inspection and rework to years from the date the aircraft or aircraft component to which the
establish airworthiness. work relates was released from the approved maintenance
organisation. The records under this paragraph shall be stored in a
The prime objective is to have secure and easily retrievable
manner that ensures protection from damage, alteration and theft.
records with comprehensive and legible contents. The aircraft record
should contain basic details of all serialized aircraft components and Where an approved maintenance organisation terminates its
all other significant aircraft components installed, to ensure traceability operation, all retained maintenance records covering the last three
to such installed aircraft component documentation and associated years shall be distributed to the last owner or customer of the
maintenance data. respective aircraft or component or shall be stored as specified by the
Authority.
The maintenance record can be either a paper or computer
system or any combination of both. The records should remain
legible throughout the required retention period.
Paper systems should use robust material which can withstand
normal handling and filing.
Computer systems may be used to control maintenance and/or record
details of maintenance work carried out. Computer systems used for
maintenance should have at least one backup system which should
be updated at least within 24 hours of any maintenance. Each
terminal is required to contain programme safeguards against the
ability of unauthorised personnel to alter the database. All computer
hardware used to ensure backup shall be stored in a different location

PRIVILEGES OF THE SUBPART F ORGANISATION ORGANIZATIONAL REVIEW

Maintain any aircraft and/or component for which it is approved at the To ensure that the approved Subpart F Maintenance Organisation
locations specified in the approval certificate and the maintenance continues to meet the requirements it shall organise, on a regular
organization manual; basis, organizational reviews.
Arrange for the performance of specialized services under the control The primary objectives of the organisational review are to
of the maintenance organisation at another organisation appropriately enable the approved maintenance organisation to ensure that it
qualified, subject to appropriate procedures being established as part can deliver a safe product and that approved maintenance
of the Maintenance Organisation Manual approved by the Authority organisation remains in compliance with the requirements.
directly;
The approved maintenance organisation should identify:
Maintain any aircraft and/or component for which it is approved at any
 The person responsible for the organisational review, and;
location subject to the need of such maintenance arising either from
the unserviceability of the aircraft or from the necessity of supporting  Frequency of the reviews, and;
occasional maintenance, subject to the conditions specified in the
Maintenance Organisation Manual;  Scope and content of the reviews, and;
Issue CRS on completion of maintenance  Persons accomplishing the reviews, and;

 Procedure for planning, performing and processing review
findings.
 Procedure for ensuring corrective actions is carried out in the
appropriate time frame.
This is the Subpart M equivalent of Part 145 audits. The Part 145
requirements are more extensive and detailed

Changes to the approved maintenance organisation

In order to enable the Authority to determine continued compliance
with this Part, the approved maintenance 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 paragraph M.A.606 (b);
6. The facilities, equipment, tools, material, procedures, work
scope and certifying staff that could affect the approval.
In the case of proposed changes in personnel not known to the
earliest opportunity.
Continued validity of approval

Same as an approved Part 145 organization
Findings
Same as an approved Part 145 organization

Applicable National and International

Requirements

MAINTENANCE PROGRAMMES, MAINTENANCE CHECKS THE OPERATOR’S MAINTENANCE PROGRAMME

AND INSPECTIONS Because of the importance of the maintenance programme it must be
approved by the Authority It should be periodically reviewed and,
Maintenance programmes are a vital part of ensuring continued subject to approval, amended accordingly.
airworthiness. When an aircraft is delivered new and is issued an
initial Airworthiness Certificate it complies with the certification A Manufacturer’s Maintenance Programme is developed and
standards and all regulations in force in the State of Origin, in respect submitted as part of the TC application process. This programme is
of design and construction, and also with the regulations of the State approved by the State of Origin and this approval is signified by the
of Registration. issue of the TC.
An aircraft needs to be checked periodically to ensure that wear, Each operator must produce his own Operator’s Maintenance
corrosion, mechanical damage, software corruption, environmental Programme for each aircraft type or variant he operates. The
damage, component failure, etc. have not resulted in the aircraft being operator cannot just use the generic Manufacturer’s Maintenance
non-compliant with the type design and regulations. This is the Programme without amendment although his programme will usually
purpose of the Maintenance programme. be based on the Manufacturer’s Programme.
The term Maintenance Programme, is intended to include both The operator must take into account his proposed operations which
scheduled maintenance tasks and the associated procedures may differ from the norm in terms of frequency of flights, duration of
including reliability monitoring. flights, environmental conditions, etc.
A Maintenance Schedule is a document which gives details of the As examples of different types of operations, an operator may use his
maintenance tasks and when they will be performed. It would not aircraft for three to four long haul flights a week when the aircraft is
normally include the maintenance procedures. not off line for maintenance. Another operator may use his aircraft for
three to four short flights a day. The short haul flights may lead to
more frequent inspections of the landing gear than are called for in the
Manufacturer’s Maintenance Programme.
Environment considerations would include frequent dusty conditions,
extremes of temperature, snow and ice, humidity, salt content of the
atmosphere, etc.
Of course, if his operations allow, the initial issue of the Operator’s
Maintenance Programme may not differ materially from the
Manufacturer’s Maintenance Programme

IN USE MAINTENANCE PROGRAMMES The programme must include a reliability programme when the
maintenance programme is based:
The regulations change with time in the light of experience. Also,
operators learn from experience which may show a need for more  On Maintenance Steering Group logic, or
frequent or in-depth inspections for some items and less frequent
checks for others. It follows that a Maintenance Programme is a  Mainly on condition monitoring
“living document”. When the aircraft continuing airworthiness is managed by a Subpart G
Any proposed change to the maintenance programme must be CAMO the maintenance programme and its amendments may be
approved by the Authority before implementation approved through a procedure established by the CAMO organisation
(indirect approval).
A regulatory change which leads to a non-compliance, for example an
AD which requires more frequent checks of a specific item, will require
a mandatory change to the maintenance programme.
The maintenance programme must establish compliance with:
 Instructions for continuing airworthiness issued by TC and
STC holders and any other organisation that publishes such
data in accordance with Part 21, or
 Instructions issued by the Authority, if they differ from
subparagraph 1 or in the absence of specific
recommendations, or
 Instructions defined by the owner or the operator and
approved by the Authority if they differ from subparagraphs 1
and 2.
 The design and application of the maintenance programme
shall observe Human Factor principles
The maintenance programme shall contain details, including
frequency, of all maintenance to be carried out, including any specific
tasks linked to specific operations.

DUPLICATE INSPECTIONS existing aircraft so that alternative standards will need to exist for
some time.
The procedures outlined below shall be applied following initial
assembly or after ANY disturbance of a VITAL POINT or CONTROL For aircraft where the MTW A exceeds 5700 kg, and are
SYSTEM. Definitions manufactured in accordance with a TC issued prior to 1st January
1986 and no identification and listing of vital points has been provided,
CONTROL SYSTEM. This is defined as a system by which the flight
an Operator with the necessary Design Approval or otherwise in
path, attitude, or propulsive force of an aircraft is changed, including
consultation with a competent design organisation, may identify and
the flight, engine and propeller controls, the related system controls
list such points and apply to the CAA to have the list incorporated in
and the associated operating mechanisms.
the aircraft maintenance documents. Provided such a list is accepted
DUPLICATE INSPECTION. An inspection first made and certified by by the CAA the Operator need then carry out duplicate inspections
one qualified person and subsequently made and certified by a following disturbance of the listed points only.
second qualified person.
For aircraft the where the MTW A does not exceed 5700 kg, and are
A VITAL POINT. This is defined as any point on an aircraft at which manufactured in accordance with a TC issued prior to 1st January
single mal- assembly could lead to catastrophe, i.e. result in loss of 1986 and no identification and listing of vital points has been provided,
aircraft and/or in fatalities. an Operator may, with the agreement of the CAA, adopt an
There are certain parts in an aircraft’s structure or systems (including agreement similar to that described in the preceding paragraph except
controls and control systems) which are vital to the safety of the that the proposals need cover only the control systems, and duplicate
aircraft, passing errs and to the crew are not only designed to achieve inspections need be carried out on the listed points only.
the appropriate high integrity but are also dependent upon specified If no arrangement such as described in the preceding paragraphs has
maintenance actions to safeguard their integrity throughout the life of been agreed by the CAA, then the need for duplicate inspection of all
the aircraft. Regarding such parts, normal inspection procedures and control systems will remain
techniques may not provide a sufficiently high standard of verification
with an equally sufficiently high degree of confidence, and it will be
necessary for two independent (duplicate) inspections to be carried
out after initial assembly, or re-assembly following disconnection or
adjustment.
Aircraft which have been manufactured in accordance with a TC
issued on or after 1st January 1986 will have the vital points identified
and listed in the maintenance documents. The identification and listing
of vital points will not be required to be made retrospectively for

Procedures – General be completed to ensure that these particular units and sections have
full, free and correct directional movement.
A duplicate inspection of all Vital Points/Control Systems in an aircraft
must be made after initial assembly and before a Certificate of Vital Points/Control Systems which are subject to duplicate
Release to Service has been issued after overhaul, repair, inspections must not be disturbed or re-adjusted after the first certified
replacement, modification or adjustment and, in any case, before the inspection and the second part of the duplicate inspection must, as
first flight. nearly as possible, follow immediately after the first part.
Note: Depending on the extent of the work it may be possible If a Vital Point/Control System is disturbed after completion of the
to limit the duplicate inspection of a Control System to that part duplicate inspection then that part which has been disturbed must be
of the system which has been disturbed. inspected again in duplicate and a Certificate of Release to Service
issued before the aircraft flies.
The first and second inspections must take into account of the full
extent of the work undertaken and not just simply the immediate area The duplicate inspection must be the final operation to establish the
of disturbance. This is to ensure that any distant or remote parts of integrity of the Vital Point/Control System when all the work has been
the system which may have been affected by the disturbance are also completed and must take into account all relevant instructions and
subjected to duplicate inspections. W here work has been carried out information contained in the associated technical data.
on other systems for safety precautions, or to enhance accessibility,
The inspections for Control Systems must include an inspection to
the need to carry out a duplicate inspection on these systems should
ensure that full, free and correct movement of the controls is obtained
be considered. Persons who are authorised to carry out and certify
throughout the systems relative to the movements of the crew
duplicate inspections are therefore required to undertake an
controls. An additional inspection must be made, when all covers and
independent review of the complete task, as detailed in the
fairings are finally secured, to ensure that full, free and correct
maintenance manual and by reference to worksheets used, including
movement of the controls is obtained.
shift hand-over records, in order to assess the scope of the duplicate
inspection(s) required.
It may not be possible to inspect the complete Vital Point/Control
System when assembled in the aircraft, due to routing the controls
through conduits or boxed-in sections and the pre-sealing of various
units. In these cases the persons certifying the duplicate inspection
must be satisfied that a duplicate inspection has been previously
made on the units and covered sections and that the sealed units are
acceptable for the particular use. Such tests as are necessary must

Personnel who are qualified to make the first and/or second part of a
duplicate inspection are as follows:
 Aircraft engineers appropriately licensed in Categories B1.1,
B1.2, B1.3, B1.4, B2 and C for aircraft which are relevant to
their certification category.
 Personnel who are employed by Approved Organisations, who
are appropriately authorised to make such inspections and to
certify the task itself in accordance with company procedures.
For aircraft used for the purpose of Commercial Air Transport
an Organisation will be required to hold IR Part 145 Approval.
Note: Certification responsibilities in relation to the Air Navigation
Order affecting Licensed Aircraft Maintenance Engineers and
members of Approved Organisations are given in CAP 562 Leaflet
15-2.(Licensed Aircraft Maintenance Personnel-Certification
Responsibilities of Type Rated/Authorised Personnel)
Note: In some circumstances, due to peculiarities of assembly or
where there are problems with accessibility, it may be necessary
for both parts of the inspection to be made simultaneously.
Note: It is desirable that the inspections of a Control System are
made as near as is practicable to the time of the intended flight
and that the full extent of disturbance is understood by both
persons who carry out the duplicate inspections.
If a minor adjustment of the Vital Point/Control System is necessary
when the aircraft is away from base, then the second part of the
duplicate inspection may be completed by a pilot or flight engineer
who is licensed for the type of aircraft concerned, providing that
authorisation is granted by the responsible IR Part 145 Approved
Maintenance Organisation and if the aircraft is being used for the
purpose of Commercial Air Transport.

Procedures – Control System Units or Components subsequent Certificates of Release to Service must be issued
by persons authorised by the Maintenance Organisation
Where it is appropriate to the type of unit or component forming part
Approved under IR Part 145.
of a Control system, a schedule of inspections and functioning tests
must be compiled at manufacture, overhaul and repair, and the
following particulars must be certified:
 Duplicate inspection of the section/parts of the units or
components which will be concealed during bench assembly
and which cannot be proved during inspections and
functioning tests when installed in the aircraft Control System.
Note: Where such work is a sub-contract order, instructions
regarding all inspections/tests should be stated on the order, and
the release documentation from the sub-contractor must be
certified appropriately.
 Duplicate inspection of the complete assembly of the unit or
component, functioning and checking for correct relative
movement.
Personnel who are qualified to make the first and/or second part of
the duplicate inspection are as follows:
 For Approved Manufacturing Organisations, personnel who
are employed and who are appropriately authorised and
qualified to make such inspections in accordance with
company procedures. Personnel who are employed by a sub-
contracting firm, not directly Approved by CAA, and who are
appropriately authorised by the primary Approved
Organisation with a Quality Control Surveillance System
controlling the sub-contractor, qualified to make such
inspections.
 For Approved Maintenance Organisations who release Control
System units and components, both inspections and the
MASTER MINIMUM EQUIPMENT LIST, MINIMUM b) Airworthiness Directives and other Mandatory Requirements.
EQUIPMENT LIST, DISPATCH DEVIATION LIST Where there is a conflict between the MEL and an Airworthiness
Directive or any other Mandatory Requirement, it is the data or
QATAR CIVIL AVIATION REGULATIONS – MINIMUM EQUIPMENT information contained in the Airworthiness Directive or the Mandatory
LIST (MEL) requirement (e.g. Continued Airworthiness requirement), which shall
override.
The regulations contained in this publication (QCAR- MEL) are based
on JAR-MMEL/MEL published by the Joint Aviation Authority (JAA) c) Retrospective action. This QCAR will not be applied retrospectively.
and ICAO Annex 6. MELs existing prior to 1 June 2002 will continue to remain valid and
applicable. When appropriate, MELs will be required to be revised to
All amendments to JAR-MMEL/MEL issued by the JAA, shall be reflect the operational requirements of QCAR-OPS 1 or 3.
considered part of this QCAR-MEL, and will be effective from the date
of its original issuance by the JAA, unless QCAA indicates otherwise. d) Limit of MEL Applicability. The MEL is applicable up to the
commencement of flight.
QCAR-MEL contains 3 Subparts prescribes the regulations for
establishing Operator's Minimum Equipment List
There are two sections in this publication:
−Section 1: Minimum Equipment List Civil Aviation Authority
Regulations.
−Section 2: Contains Acceptable Means of Compliance
(AMC), Interpretative Explanatory Material (IEM) and Advisory
Circular (AC)
SECTION 1 - REQUIREMENTS
APPLICABILITY
a) Applicable regulations.
This QCAR MEL becomes effective on 1 June 2000; After 1 June
2003 new MELs will only be approved in accordance with this
QCAR MEL Subpart C;

GENERAL to revise the MEL. Reduced time scales for implementation of safety
related revisions may be required.
The MEL is a list (including a preamble), which provides for the
operation of aircraft, under specified conditions, with particular
instruments, items of equipment or functions inoperative at the OPERATIONAL AND MAINTENANCE PROCEDURES
commencement of flight. This list is prepared by the operator for his
Operators shall take Operational and Maintenance procedures
own particular aircraft taking account of their aircraft definition and the
referenced in the MMEL into account when preparing an MEL.
relevant operational and maintenance conditions in accordance with a
procedure approved by the Authority. Operational Procedures shall be accomplished in planning for and/or
operating with the listed item inoperative. Normally, these procedures
All items related to the airworthiness of the aircraft and not included in
are accomplished by the flight crew; however, other personnel may be
the list are automatically required to be operative.
qualified and authorized to perform certain functions. The satisfactory
Non-safety related such as galley equipment, passenger convenience accomplishment of all procedures, regardless of who performs them,
items, need not be listed. Operators shall establish an effective is the responsibility of the operator. Appropriate procedures are
decision making process for failures that are not listed to determine if required to be published as a part of the operator’s manual or MEL.
they are related to airworthiness and required for safe operation.
Maintenance Procedures shall be accomplished prior to operating
The MEL may contain additional advisory material or modified with the listed item inoperative. Normally these procedures are
operational and maintenance procedures. accomplished by maintenance personnel; however, other personnel
may be qualified and authorized to perform certain functions. The
KINDS OF OPERATION satisfactory accomplishment of all procedures, regardless of who
performs them, is the responsibility of the operator. Appropriate
With the agreement of the Authority, the MEL may include specific procedures are required to be published as a part of the operator’s
provisions for particular kind of operation carried out by the operator manual or MEL.
(e.g Crew Training, Positioning Flights, demonstration Flights etc.)
The procedures themselves, or symbols to indicate them, are required
in the operator’s MEL.
PREPARATION OF MEL
The MEL shall be appropriately amended, as and when applicable
The MEL shall be based upon, but no less restrictive than, the operations or maintenance procedures as referenced in the MMEL
relevant MMEL (if this exists) approved by the Authority. are revised.
When a normal MMEL revision for a specific aircraft type is issued, NOTE: Unless specifically permitted, an inoperative item may not be
an operator will have 90 days from the date of receipt of the revision removed from the aircraft.

RECTIFICATION INTERVALS Category A

a) The operator shall take account of the rectification Interval given in No standard interval is specified, however, items in this category shall
the MMEL when preparing an MEL. be rectified in accordance with the conditions stated in the Remarks
column (5) of the MMEL. Where a time period is specified it shall start
b) The operator may permit a two times extension of the applicable
at 00:01 on the calendar day following the day of discovery.
Rectification Interval, B, C or D, for the same duration as that
specified in the MMEL, provided;
 A description of specific duties and responsibilities for Category B
controlling extensions is established by the operator, and Items in this category shall be rectified within three (3)
 The authority is notified within ten days of any extension consecutive calendar days, excluding the day of discovery.
authorised.
c) The operator is responsible for establishing an effective rectification Category C
programme that includes tracking of the inoperative items and co-
ordinating parts, personnel, facilities, and procedures necessary Items in this category shall be rectified within ten (10)
to ensure timely rectification. consecutive calendar days, excluding the day of discovery.
d) Dispatch of the aircraft is not allowed after expiry of the rectification
Interval specified in the MEL, unless: Category D
 The Rectification Interval is extended in accordance with Items in this category shall be rectified within one hundred and twenty
sub-paragraph (b); or (120) consecutive calendar days, excluding the day of discovery.
 The defect has been rectified.
Inoperative items or components, deferred in accordance with the
MEL, must be rectified at prior to the rectification intervals established
by the following letter designators given in the “Cat” column of the
MEL.

MEL APPROVAL
The Authority shall only approve the MEL and all changes when it is
satisfied that compliance has been shown with the applicable
requirements of this Subpart C.
OPERATIONS OUTSIDE THE SCOPE OF THE MEL

Under certain specified conditions and circumstances operators may
be granted approval by the Authority to introduce and implement
Special Procedures for operations outside the conditions of the MEL.
The Special procedures will in no circumstances be used to permit
flights outside the constraints of the relevant MMEL.
Where an operator has been granted Approval to apply this procedure
for a particular aircraft type, this will be clearly stated as a condition on
the MEL.
When approved by the Authority, operators with extensive experience
of a particular aircraft type and the necessary operational
management and engineering support facilities may exercise the
Special Procedure to operate an aircraft strictly for the purpose of
returning to a place where Rectification can be made, with
unserviceability’s of systems or equipment not permitted by the
MMEL.
In such circumstances, alternative compensatory factors like
increased fuel reserves and enhanced weather minima, may need to
be applied

SECTION 2 – ADVISORY CIRCULARS (AC)
GENERAL
This Section contains Advisory Circulars Joint. They are non-
requirements that are provided as Joint Interpretations, Explanations
and/or Acceptable Means of Compliance and have been agreed for
inclusion into the QCAR.
An applicant showing compliance with requirements in accordance
with published AC material is assured of the Authority’s acceptance of
such method.
PRESENTATION
The Advisory Circulars Joint are presented in full page width on loose
pages, each page being identified by the date of issue or the Change
number under which it is amended or reissued.
A numbering system has been used in which Advisory Circular Joint
uses the same number as the paragraph in QCAR to which it is
related. The number is introduced by the letters AC to distinguish the
material from the QCAR.
Explanatory Notes not forming part of the AC text appear in a smaller
typeface.
Note: Where a particular QCAR paragraph does not have an AC, it is
considered that no supplementary material is required

DISPATCH DEVIATION LIST (DDL)
The Dispatch Deviation List/Guide is manufactures supplied

documentation. This information is incorporated into the MEL. CAP
549 (a Civil Aviation Publication related to MEL and MMEL by UK
CAA) referring to DDL and other similar documentation quotes ‘‘Such
documents have been in regular use by many operators and have
been referred to by a variety of names such as; Allowable Deficiency
List (ADL), Dispatch Deviation Manual (DDM) etc. For the purpose of
this CAP all such lists will be referred to as MELs.’’
Configuration Deviation List (CDL) or their equivalent, are DLs are
used to identify any external components of an aircraft type which
may be missing for dispatch. Where necessary, they will provide any
associated information on performance corrections for such cases
(e.g. missing landing gear doors, flap actuator fittings,etc.) Where
dispatch with such items missing is approved, the CDL may be
published as part of the EASA approved Flight Manual.

AIRWORTHINESS DIRECTIVES There may be instances where engines or propellers designed,

manufactured, and certificated in one country are installed in aircraft
QCAR 1002/2006 PART 21.A.3B designed, manufactured, and certificated in an another country. In
these cases the engine or propeller will meet the airworthiness design
An airworthiness directive means a document issued by the
code, or to be accepted as equivalent, of the country of aircraft
Competent Authority of the State of Design which mandates actions to
manufacturer through bi-lateral airworthiness agreements between
be performed on an aircraft to restore an acceptable level of safety,
the countries involved. As such, the Competent Authority of the State
when evidence shows that the safety level of this aircraft may
of Design responsible for the type design and continuing airworthiness
otherwise compromise.
of the aircraft will usually re-issue under their AD system those AD’s
The Authority does not issue an Airworthiness Directive. An issued by the Airworthiness Authority responsible for the engines or
airworthiness directive is deemed mandatory under this part if propellers.
 It is issued by the Competent Authority of the State of Design; QCAA may require additional conditions, restrictions, or actions to be
and taken beyond those preceding, because of several geographical
environment conditions, unusual operating profiles, or unique needs
 It affects an aircraft being applied for an issue of an for higher level or airworthiness or safety. Such additional
airworthiness certificate or which have been issued with an condition(s) when issued by the QCAA will be notifies to the
airworthiness certificate under this Regulation; or if it affects Competent Authority of the State of Design of the aircraft and the
and engine, propeller, part or appliance installed on this Manufacturer.
aircraft.
Sources of ADs
The United States Federal Aviation Administration (US FAA)
periodically issues ADs requiring certain modifications, inspections,
time/life limitations, etc. affecting airworthiness or safety to be carried
out on aircraft engines, propellers, and related products of US design.
Various other Airworthiness Authorities issue AD or equivalent
notifications covering mandatory conditions, restrictions or actions to
be taken for products designed, manufactured, and certificated in their
respective countries.

EXAMPLE OF EASA ISSUED AIRWORTHINESS DIRECTIVES

SERVICE BULLETINS AND MANUFACTURERS SERVICE

INFORMATION
THE ALERT OPERATORS TRANSMISSION (AOT)

MANUFACTURERS MODIFICATIONS
The AOT is used to launch a Very Urgent Technical Action requested
These are normally issued in the form of a Service Bulletin (SB). to be taken by the concerned Operators. This action is due to an
These are sent to registered owners of the aircraft type or types event or finding which affects the airworthiness of the involved Airbus
concerned and also to the Airworthiness Authority in all countries aircraft or which represents a serious operational impact for the
where the aircraft type is registered. Operator. The action is to be performed within a limited time frame
from receipt of the AOT. For such cases, the AOT is the fastest
Engine propeller and component SB’s may be reproduced and
possible means of communication.
distributed either by the aircraft manufacturer or directly by the engine,
propeller or component manufacturer if the owner/operator is The content of an AOT may be rendered mandatory
registered (immediately or subsequently) by the Airworthiness Authorities via
an AD (Airworthiness Directive) but, even if the Airworthiness
An owner/operator should ensure that he is registered with all
Authorities do not mandate it, the AOT is considered by Airbus as a
manufacturers who produce relevant SB’s, in particular the aircraft,
Mandatory action. Whenever the AOT has a repercussion on flight
engine and propeller manufacturers.
operations, a Flight Operations Transmission (FOT) is issued.
An SB may be declared Mandatory or Optional. If the SB affects
airworthiness then the responsible Airworthiness Authority will require
that it is declared Mandatory. The Authority may even initiate an SB
by requiring the manufacturer to produce a modification to address a
problem which affects airworthiness.
Should the mandatory bulletins not be complied with in the time
stated, the associated Certificate of Airworthiness will be invalid.

THE SERVICE BULLETIN (SB)
The Service Bulletin is the document enabling operators or

Maintenance and Repair Organisations (MRO) to perform
modifications, substitution of parts, special inspections/checks,
reduction of existing life limits or establishment of first time life limits
and conversion from one engine model to another, applicable on in-
service aircraft.
Service Bulletin layout and content are subject to rules issued by Air
Transport Association of America in the ATA Specification 2200
(iSpec2200), Information Standards for Aviation Maintenance.
There are two basic types of Service Bulletin:

 Inspection Service Bulletin
 Modification Service Bulletin.
Note: The former Alert Service Bulletin (ASB) is not used anymore. All
urgent instructions are now published via Alert Operators
Transmission (AOT).

THE OPERATORS INFORMATION TRANSMISSION (OIT)

GENERAL INFORMATION
The OIT is issued to communicate information requiring immediate
operator’s attention. There are four OIT categories: Used when the information involve any other type of NON
TECHNICAL Important/Urgent subjects.
If Flight Operations are impacted by the OIT subject, an FOT can be
INCIDENT, INCIDENT/ADVICE
issued separately. In that case, reference to the FOT should be
Used when the information involve an event that has occurred to mentioned in the OIT.
passengers or personnel working on (or around) the aircraft, or an
event that requires a reminder of existing procedures (in such a case
the OIT will have the category "Incident/Advice").
ADVICE
Used when the information involve a situation that leads to a
degradation of operational reliability, Aircraft performance, etc., and
requires a reminder of existing maintenance procedures, when the
information involve the announcement of an Airworthiness Directive
(AD) or any important change in Instructions for Continued
Airworthiness (ICA) documents.
Used when the information highlights recommendation aiming at
improving the safety.
SERVICE BULLETIN (ALSO CALLED SBIT “SERVICE BULLETIN

INFORMATION TRANSMISSION”)
Used when the information involves the correction of one or several
Service Bulletins, or addition of important clarifications, or when the
implementation of an SB should be stopped urgently.

THE SERVICE INFORMATION LETTER (SIL) THE TECHNICAL FOLLOW-UP (TFU)

 The TFU is used to provide on a regular basis all Operators
The SIL is used to provide non-urgent: with information on technical issues and status of
development/availability of product improvements.
 Technical Information related to product improvement,
systems’ part differences/description, maintenance and/or  The TFU is a synthetic engineering document containing the
operational practices. following information: A brief description of the issue and its
consequences,
Any recommendation leading to a change of operational
procedure, aircraft configuration or maintenance task/interval  The investigation status with an interim or mitigating solution if
should refer to the proper Instruction document. possible, The impact assessment on Maintenance, Flight
Operations, Aircraft dispatch
 Information on general issues or policies
 The development status of the permanent solution aiming at
correcting the issue, The references to technical data needed
to apply the recommendations.
 Any recommendation leading to a change of operational
procedure, aircraft configuration or maintenance task/interval
should refer to the proper Instruction document.

MODIFICATIONS AND REPAIRS characteristics, noise, fuel venting, exhaust emission, or other
characteristics the airworthiness of the product.
If the design of a Qatar-registered aircraft is modified, the Certificate
of Airworthiness (or Permit) is invalidated until the modification is A Major Modification is one which affects physical or functional
approved. features and/or requires an investigation to establish compliance with
the relevant requirements. Where there is doubt the CAA will decide
whether a modification is Major or Minor.
MODIFICATIONS
Modifications are any changes made to a particular aircraft including
its components, engines, propellers, radios, accessories, instruments,
equipment and their installations.
Substitution of one type of component, engine, propeller, radio,
accessory, instrument or equipment for another is a modification.
All modifications, excepting those which are agreed by the QCAA to
be of such a nature that airworthiness is not affected, are required to
be approved by QCAA either directly or through the modification
procedures of an Organization.
Approval of Aircraft Modifications

To obtain CAA approval, the modification must comply with the
requirements applicable at the time of original certification and such
other requirements as CAA may notify in writing in respect of the
aircraft design.
At an early stage in the design of a modification, particulars must be
submitted to CAA and according to the extent and nature of the
modification, classified as either a Minor or Major Modification.
A Minor Modification is one that has no appreciable effect on the
mass, balance, structural strength, reliability, operational

REPAIR
A 'repair’ is defined as elimination of damage and/or restoration to an
airworthy condition. The requirements relating to repairs, which are
similar to changes, are specified in Part 21, Subpart M.
Elimination of damage by replacement of parts or appliances without
the necessity for design activity is considered as a maintenance task
and hence does not require approval under Part 21.
A repair to an ETSO or TSO article shall be treated as a change to the
ETSO or TSO design, respectively and shall be processed in
accordance with the applicable rules of the Competent Authority of the
State of Design concerned.
The Authority does not issue approval of repair design. Approval of
repair design shall be obtained from the Competent Authority of the
State of Design as follows
 For a major repair design, by any natural or legal person that
has demonstrated, or is in the process of demonstrating its
capability under Part 21
 For minor repair design, by any natural or legal person.
A repair is deemed classified as “major or “minor” when such
classification is determined by either the Competent Authority of State
of Design or an appropriately approved design organization under a
procedure agreed with the Competent Authority of State of Design

MAINTENANCE DOCUMENTATION: MAINTENANCE MANUALS, Manuals must be compiled to a format acceptable to the Authority.
STRUCTURAL REPAIR MANUAL, ILLUSTRATED PARTS The most common format used, is: ATA Specification 100.
CATALOGUE ETC. Specification for manufacturer's technical data issued by the ATA.
AIRCRAFT MANUALS Note: Not all Maintenance Manuals conform to ATA 100
Maintenance documentation includes some or all of the following:
 Aircraft Maintenance Manual.
 Overhaul Manual.
 Illustrated Parts Catalogue (IPC).
 Tool and Equipment Lists.
 Wiring Diagram Manual.
 Structural Repair Manual.
 Weight and Balance Manual.
 Troubleshooting Manual.
These documents are produced by the Type Certificated holder and,
as such, are approved by the Authority of the State of Origin which
issued the Type Certificate. All amendments and revisions to such
documents must be appropriately approved before they can be
included.
SBs are also a form of maintenance documentation but, since they
arise due to in- service experience, they are not issued at the time of
issue of the TC. Often SB data is later incorporated as an
amendment to the appropriate manual.

A.T.A. SPECIFICATION NO. 100

This specification was the product of a committee of representatives The basis of the specification is a breakdown of information by
from major American airlines who pooled their views on manual systems. This is best illustrated by taking the case of a Maintenance
requirements in an effort to produce a standard form of manual Manual.
production. The initial issue was in 1956.
The major divisions are termed Groups, each group being divided into
The intentions of the Specification are to: Chapters and allocated blocks of chapter numbers as follows:
 Clarify the general requirements of the airline industry with
reference to coverage and preparation of technical data. GROUP CHAPTER NUMBERS
 Provide an airline with all necessary data for the operation, Aircraft General 1 -19
maintenance and overhaul of equipment.
Aircraft Systems 20 - 49
 Permit maximum usage without the necessity of rewriting to
meet individual airline requirements. Structures 50 - 59
 Standardise manual layout, format, type of illustrations, and Propellers/Rotor 60 - 69

revision procedures for notification of urgent matter - e.g. SBs. Power Plant 70 - 89
 Present the information so as to be understandable to
mechanic and maintenance engineer trainees, and in a form
suitable for training. Each chapter is arranged alphabetically in a group and is divided into
sections and then further sub-divided into subjects designated by a
The specification is accepted by I.A.T.A. as a basis for international "dash number"
standardisation.
So, for example we have 30-46-11 in the Airbus A330 Maintenance
The basis of the specification is a breakdown of information by Manual. This represents:
systems. This is best illustrated by taking the case of a Maintenance
Manual. Group 20-49 Aircraft Systems
The major divisions are termed Groups, each group being divided into Chapter 30 Ice and Rain Protection
Chapters and allocated blocks of chapter numbers as follows: Section 46 Escape Slide Locking Mechanism Ice Protection
The specification is accepted by I.A.T.A. as a basis for international Subject 11 Slide Fitting - Heated Renewal/Installation
standardisation .

In a Maintenance Manual conforming to ATA 100 the page n umbers

used depend on the topic covered. We have:
1 to 99 Descriptions and Operation

100 to 199 Troubleshooting
200 to 299 Maintenance Practices
300 to 399 Servicing
400 to 499 Removal/Installation
500 t0 599 Adjustment/Test
600 to 699 Inspection/Check
700 to 799 Cleaning/Painting
800 to 899 Repairs
Where the number of pages exceeds 99, the numbering restarts with
A1. So, for example the page after 99 will be A1. It is possible to
have page B1, etc., but this is not normally needed.
In the case of the Illustrated Parts Catalogue, separate catalogues are

provided by the airframe and engine manufacturers, and they do not
always have the page group’s breakdown applicable to other manuals
below the subject level.
The manufacturers of accessories provide an illustrated parts list as

part of the Overhaul Manual.

The Illustrated Parts Catalogue (IPC) While there is provision for troubleshooting data in an ATA
Maintenance Manual (pages 100 – 199 of the relevant Chapters)
This manual is provided by the TC holder (The Manufacturer) to some manufactures may produce a separate Troubleshooting
enable maintenance staff to identify all parts of the product down to Manual for some aircraft types.
component/part le vel.
In manuals other than the Maintenance Manual, chapters 20 onwards
The layout may be to ATA 100 if applicable but in all cases will allow are usually referred to as systems, section as sub-systems and
identification by illustration and part number, in a format which is subjects as titles.
common across the aircraft maintenance industry.
Standard industrial practices such as Magnaflux testing, dye
Note: ‘It should be noted that it is the Certifier’s responsibility to penetrant testing, riveting, plating etc. are not normally included in the
ensure that up- to-date airworthiness data is used.’ manuals unless the practice is new or unique. If a manufacturer's
policy requires their inclusion in the manuals, they are covered within
The Wiring Diagram Manual covers only the electrical circuits within a chapter group entitled 'Standard Practices'.
the aircraft, confined to the Airframe and Power Plant chapters, and
does not include internal circuits of components, although switching In addition to simplification of the manual, it can be seen that the
arrangements are normally shown. standard numbering systems makes computerised and mechanical
recording of maintenance and defects much more efficient for the
The Structural Repair Manual comprises Chapters 51-57 only, and operator, and gives ready and rapid access when information is
includes details of materials, rivets, alignment and symmetry checks, required
damage classification charts, riveting charts and, balancing of control
surfaces.
Tool and Equipment lists are illustrated lists of all special tools and
equipment required for maintenance and overhaul. They do not cover
standard workshop test equipment required for unit overhaul.
The Weight and Balance Manual provides detailed data including

loading procedures, and described recommended procedures for
weighing the aircraft. The manual is not governed by the standard
chapter and numbering system.

CONTINUING AIRWORTHINESS The responsibility for continuing airworthiness is also covered by Part
M Subpart B where the owner, or operator for commercial air
transport, is deemed responsible.
The concept of Continuing Airworthiness requires that the aircraft
remains in an airworthy condition by compliance with various
regulations.
EC Regulation 2042/2003 Annex 1 (Part M) requires that an operator

shall ensure the airworthiness of the aircraft and the serviceability of
both operational and emergency equipment by:
 The accomplishment of pre-flight inspections.
 The rectification to an approved standard of any defect and

damage affecting safe operation, taking into account the
minimum equipment list and configuration deviation list if
available for the aeroplane type.
 The accomplishment of all maintenance in accordance with

the approved operator's aeroplane maintenance programme.
 The analysis of the effectiveness of the operator's approved

aeroplane maintenance programme.
 The accomplishment of any operational directive,

airworthiness directive and any other continued airworthiness
requirement made mandatory by the Authority.
 The accomplishment of modifications in accordance with an

approved standard and, for non-mandatory modifications, the
establishment of an embodiment policy.

TEST FLIGHTS
Test flights will be required from time to time to prove aircraft
suitability for service.
In order that the Authority may accept reports on flight test matters,
the qualifications and experience of personnel involved in flight testing
must be acceptable to the Authority.
Occasions/circumstances when a flight test may be required are as
follows:
Flight Testing for the Renewal of a Certificate of Airworthiness or
Permit to Fly
 Flight tests must be completed periodically to ensure that the
aircraft flight characteristics and the functioning in flight of the
aircraft do not differ significantly from those acceptable to the
Authority for the aircraft type.
FLIGHT TESTING AFTER MODIFICATION OR REPAIR

Flight testing is required after:
 Modifications to aircraft and variants under investigation for the
issue of a Certificate of Airworthiness or a Permit to Fly.
 Structural repairs which could affect the aircraft’s flight
characteristics

ETOPS, MAINTENANCE AND DISPATCH REQUIREMENTS ETOPS MAINTENANCE PROGRAMME.

The acronym ETOPS used to be defined as ‘extended twin-engine The continuous airworthiness maintenance schedule currently
operations” and has been limited to Part 121 airplanes with only two approved for that operator, for the make and model airframe/engine
engines. Current regulations have extended these applications to all combination. This schedule should be reviewed to ensure that it
passenger-carrying airplanes operating in both 14 CFR parts 121 and provides an adequate basis for development of ETOPS maintenance
135, and the acronym now have been redefined to mean “extended requirements. These should include maintenance procedures to
operations”. preclude identical action being applied to multiple similar elements in
any ETOPS critical system (eg. fuel control change on both engines).
ETOPS has been expanded to include all passenger-carrying airplane
operations where a proposed flight plan includes any point that is  ETOPS related tasks should be identified on the operator's
greater than 180 minutes from an adequate airport (at an approved routine work forms and related instructions.
one-engine inoperative cruise speed under standard condition in air.
 ETOPS related procedures, such as involvement of
centralized maintenance control, should be clearly defined in
ETOPS MAINTENANCE REQUIREMENTS the operator's programme.
The maintenance programme should contain the standards, guidance  An ETOPS service check should be developed to verify that
and direction necessary to support the intended operation. the status of the aeroplane and certain critical items are
Maintenance and personnel involved should be made aware of the acceptable. This check should be accomplished by a qualified
special nature of ETOPS and have the knowledge, skills and ability to and authorised person prior to an ETOPS flight. Such a person
accomplish the requirements of the programme. may be a member of the Flight Crew.
 Log books should be reviewed and documented, as
appropriate, to ensure proper MEL procedures, deferred items
and maintenance checks, and that system verification
procedures have been properly performed

Requirements should include the following:  Propulsive system monitoring to assess reliability of the
approved maintenance programme.
 An ETOPS manual developed for the use of personnel
involved in ETOPS. It should be passed to the Authority 30
days before implementation of ETOPS flights.
MAINTENANCE TRAINING
 Alternatively, the operator may include this information in Maintenance training should focus on the special nature of ETOPS.
existing manuals used by personnel involved in ETOPS This programme should be included in normal maintenance
 Oil consumption programme which should reflect the training.
manufacturer’s recommendations and be sensitive to oil The goal of this programme is to ensure that all personnel involved in
consumption trends inclusive of continuous monitoring. ETOPS are provided with the necessary training so that the
 An Engine Condition Monitoring programme describing the ETOPS maintenance tasks are properly accomplished and to
parameters to be monitored, method of data collection and emphasize thespecial nature of ETOPS maintenance
corrective action process. The programme should reflect requirements
manufacturer's instructions and industry practice. This
monitoring will be used to detect deterioration at an early stage Qualified maintenance personnel are those that have completed the
to allow for corrective action before safe operation is affected operator's extended range training programme and have satisfactorily
performed extended range tasks under supervision, within the
 Verification Programme After Maintenance. The operator framework of the operator's approved procedures for Personnel
should develop a verification programme or procedures should Authorisation.
be established, to ensure corrective action following an engine
shutdown, primary system failure or adverse trends for any
prescribed events which require a verification flight or other ETOPS PART CONTROL
action and establish means to assure their accomplishment
The operator should develop a parts control programme with support
 An ETOPS reliability programme should be developed or the from the manufacturer that ensures that proper parts and
existing reliability programme supplemented. This programme configuration are maintained for ETOPS.
should be designed with early identification and prevention of
ETOPS related problems as the primary goal. The programme The programme includes verification that parts placed on ETOPS
should be event-orientated and incorporate reporting aircraft during parts borrowing or pooling arrangements, as well as
procedures for significant events detrimental to ETOPS flights. those parts used after repair or overhaul, maintain the necessary
The Authority should be notified within 96 hours of events ETOPS configuration for that aircraft.
reportable through this programme.

ALL WEATHER OPERATIONS, CATEGORY 2/3 OPERATIONS The maintenance program should be compatible with an operator's
AND MINIMUM EQUIPMENT REQUIREMENTS organisation and ability to implement and supervise the program, and
availability of any resources within or outside of the maintenance
organization that may be necessary to assure program effectiveness.
The maintenance requirements for All Weather Operations form part
Provision for low visibility operations may be addressed as a specific
of the details required by the QCAA for the grant of approval of
program or may be integrated with the general maintenance program.
operations in Category II landing minima or Category III landing
weather minima and low visibility take-off. Regardless whether the maintenance program is integrated or is
designated as a specific program for LLM, the maintenance program
The landing minima are defined in terms of go around or abort
should at least address the following as listed overleaf.
decision heights and are reliant on automatic landing systems and
ground based landing systems. The maintenance programme should include:
 Maintenance procedures necessary to ensure continued
MAINTENANCE PROGRAM airworthiness relative to low visibility operations.
Unless otherwise approved by the QCAA, each operator should have  A procedure to revise and update the maintenance program.
an approved continuous airworthiness maintenance program that  A method to identify, record or designate personnel currently
should typically include any necessary provisions to address Lower assigned responsibility in managing the program, performing
Landing Minima (LLM) or low visibility take-off in accordance with: the program, maintaining the program, or performing quality
 The operator's intended operation. assurance for the program. This includes identification for any
contractor or sub-contractor organisations, or where
 The manufacturer’s recommended maintenance programs, applicable, their personnel
MRB requirements or equivalent requirements.
 Verification should be made of the lower landing minima
 Any subsequent State of Origin Certificating Authority* systems and configuration status for each aircraft brought into
requirements (, A.D.'s, mandatory SBs). the maintenance or lower minimum program.
Emphasis should be on maintaining and ensuring total system  Identification of modifications, additions, and changes which
performance, accuracy, availability, reliability, and integrity for the were made to qualify aircraft systems for the intended
intended operation or minima, if other than as specified in the AFM, TC
The CAA that issued the Type Certificate or Supplemental Type or STC validated or accepted by the QCAA.
Certificate based on the National Code of Airworthiness accepted by  Identification of additional maintenance requirements and log
the QCAA. entries necessary to change minima status.
 Any discrepancy reporting procedures that may be unique to INITIAL AND RECURRENT MAINTENANCE TRAINING
the low visibility program. Operator and contract maintenance personnel including mechanics,
 Procedures which identify monitor and report lower minimum maintenance controllers, avionics technicians, personnel performing
system and component discrepancies for the purpose of maintenance inspection or quality assurance, or other engineering
quality control analysis. personnel and if applicable, should receive initial and recurrent
training as necessary for an effective program.
 Procedures which define monitor and report chronic and
repetitive discrepancies and which ensure aircraft remain out The training curriculum should include specific aircraft system and
of lower minimum status until successful corrective action has operator policies and procedures applicable to low visibility
been verified for such discrepancies. operations.
 Procedures which ensure the aircraft system status is placard Recurrent training should typically be accomplished at least annually,
properly and clearly documented in the aircraft logbook, in or when a person has not been involved in the maintenance of the
coordination with maintenance control, engineering, flight specified aircraft or systems for an extended period (e.g. greater than
operations, and dispatch, or equivalent. 6 months).
 Procedures to ensure the downgrade of an aircraft low visibility Training may lead to a certification or qualification (for lower landing
capability status, if applicable, when maintenance has been minima "LLM") if the operator designates such qualifications in his
performed by persons other than those trained, qualified, or approved program.
authorised to use or approve procedures related to low Training should include both classroom and at least some "hands-on"
visibility operations. aircraft training for those personnel who are assigned aircraft
 Procedures for periodic maintenance of systems ground maintenance duties. Otherwise, training maybe performed in a
check, and systems flight check, as applicable. classroom, or by computer based training, in simulators, in an airplane
or in any other effective combination of the above consistent with the
 Provisions for an aircraft to remain in a specific low visibility approved program, and considered acceptable to QCAA.
capability status or other operational status used by the
operator.
 Provision should be made for periodic operational sampling of
suitable performance.

TEST EQUIPMENT/CALIBRATION STANDARDS organisations and personnel are appropriately trained, qualified, and
authorized.
Test equipment may require periodic re-evaluation to ensure it has the
required accuracy reliability to return systems and components to
service following maintenance.
PERIODIC AIRCRAFT SYSTEM EVALUATIONS
A listing of primary and secondary standards used to maintain test
The operator should provide a method to continuously assess or
equipment which relates to low visibility operations should be
periodically evaluate aircraft system performance to ensure
maintained.
satisfactory operation for those systems applicable to Category II or
It is the operator's responsibility to ensure these standards are III.
adhered to by contract maintenance organisations.
An acceptable method for assuring satisfactory performance of low
Traceability to a national standard or the manufacturer's calibration visibility flight guidance systems (e.g. autoland or HUD) is to
standards should be maintained. periodically use the system and note satisfactory performance.
A reliable record such as a logbook entry or computer ACARS record
showing satisfactory performance within the previous 6 months for
RETURN TO SERVICE PROCEDURES
Category II, or previous 30 days Category III, is typically an
Procedures should be included to upgrade or downgrade systems acceptable method for assuring satisfactory system operation.
status concerning low visibility operations capability. The method for
Periodic flight guidance system/autoland system checks should be
controlling operational status of the aircraft should ensure that flight
conducted in accordance with procedures recommended by the
crew, maintenance and inspection departments, dispatch, and other
airframe or avionics manufacturer, or by an alternate procedure
administrative personnel as necessary are appropriately aware of
approved by the QCAA. For periodic assessment, a record should be
aircraft and system status.
established to show when and where the flight guidance/autoland
The appropriate level of testing should be specified for each system was satisfactorily used, and if performance was not
component or system. The manufacturer's recommended satisfactory, to describe any remedial action taken.
maintenance program or maintenance instructions should be
Use of the flight guidance/automatic landing system should be
considered when determining the role built-in-test-equipment (BITE)
encouraged to assist in maintaining its availability and reliability.
should play for return to service (RTS) procedures, or for use as a
method for low visibility status upgrade or downgrade.
Contract facilities or personnel should follow the operator's QCAA
approved maintenance program to approve an aircraft for return to
service. The operator is responsible for ensuring that contract

RELIABILITY REPORTING AND QUALITY CONTROL MAINTENANCE PROGRAM BASED ON ACCEPTABLE CRITERIA
For a period of 1 year after an applicant has been authorised, reduced QCAA may accept an Operator’s Maintenance program that complies
minima summaries should be submitted to the QCAA. Reporting after with equivalent criteria acceptable to QCAA. In this case the operator
the initial period should be in accordance with the operators shall demonstrate to QCAA that its Maintenance Program complies
established reliability and reporting requirements. with the maintenance requirements prescribed in various regulations.
However, the QCAA reserves the prerogative to assure competence
of the Operator to comply with the QCAA maintenance requirements
CONFIGURATION CONTROL/SYSTEM MODIFICATIONS
The operator should ensure that any modification to systems and
components approved for low visibility operations are not adversely
affected when incorporating software changes, SBs, hardware
auditions or modifications.
Any changes to system components should be consistent with the
aircraft manufacturers, avionics manufacturer's, industry or the
Certificating Authority criteria or processes acceptable to the QCAA
RECORDS
The operator should keep suitable records (e.g. both the operator's
own records and access to records of any applicable contract
maintenance organisation). This is to ensure that both the operator
and QCAA can determine the appropriate airworthiness configuration
and status of each aircraft intended for Category II and III operation.
Contract maintenance organisations should have appropriate records
and instruction of records with the operator.

SUPPLEMENTAL REQUIREMENTS weather classification must be suspended until remedial action

has taken place
The Operator or his maintenance organisation must publish guidance
to maintenance personnel and flight crews on the control of the
validity of all-weather categorisation. This should take the form of:
 A list of the systems required to be fully serviceable in order to
qualify the aircraft for Category II or III operations.
 A company procedure for the control of the modification status
of the equipment fitted in the required systems which are
deemed to be "sensitive" in terms of all-weather operations
 Placards applied to both equipment and installation to alert
maintenance personnel to the need to fit only controlled
equipment.
 Procedures for downgrading all weather capability from
Category III or II to Category I in the event that an uncontrolled
item of equipment is fitted or after any defect in an affected
system or any event which results in disturbance of the
system.
 Procedures for up-grading capability from Category I to
Category II or III as appropriate when serviceability is proven, -
normally by performing a successful Category II approach or
Category III landing in Category I weather conditions
(sometimes referred to as standard landing).
 Provision should be made to inform the crew of the CAT II or
CAT III status of the aircraft before flight is begun.
 When setting levels in system reliability monitoring,
consideration must be given to the levels of reliability assumed
in qualifying the aircraft for CAT II or CAT III operations.
Significant trends must be responded to promptly or all



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QATAR AIRWAYS MAINTENANCE TRAINING

Module 10 - Aviation Legislation

COURSE CODE: QTR/M10/Q

Reference: MTOE 2-02

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QATAR AIRWAYS MAINTENANCE TRAINING COURSE CODE: QTR/M10/Q

TABLE OF CONTENTS Page TABLE OF CONTENTS Page

PART 145-APPROVED MAINTENANCE ORGANIZATION Certificate of Airworthiness ..............................................................126

QATAR AIRWAYS MAINTENANCE TRAINING COURSE CODE: QTR/M10/Q

TABLE OF CONTENTS Page

PART M-CONTINUING AIRWORTHINESS

APPLICABLE NATIONAL AND INTERNATIONAL REQUIREMENTS

QATAR AIRWAYS MAINTENANCE TRAINING COURSE CODE: QTR/M10/Q

CURRENT LEGISLATION FRAMEWORK

United Nations UN Economic and Social Council

USA Federal Aviation Authority (FAA)

UK Civil Aviation Authority

Air Navigation Order & Regulations

National Aviation Requirement

QATAR AIRWAYS MAINTENANCE TRAINING 1 COURSE CODE: QTR/M10/Q

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

QATAR AIRWAYS MAINTENANCE TRAINING 2 COURSE CODE: QTR/M10/Q

QATAR AIRWAYS MAINTENANCE TRAINING 3 COURSE CODE: QTR/M10/Q

Main activity of the ICAO is commercial aviation standardization at an

QATAR AIRWAYS MAINTENANCE TRAINING 4 COURSE CODE: QTR/M10/Q

QATAR AIRWAYS MAINTENANCE TRAINING 5 COURSE CODE: QTR/M10/Q

QATAR CIVIL AVIATION AUTHORITIES (QCAA)

QATAR AIRWAYS MAINTENANCE TRAINING 6 COURSE CODE: QTR/M10/Q

QATARI NATIONAL REQUIREMENTS QATAR CIVIL AVIATION REGULATION (QCAR) NO.1003/2006

QATAR AIRWAYS MAINTENANCE TRAINING 7 COURSE CODE: QTR/M10/Q

QATAR AIRWAYS MAINTENANCE TRAINING 8 COURSE CODE: QTR/M10/Q

QATAR AIRWAYS MAINTENANCE TRAINING 9 COURSE CODE: QTR/M10/Q

QCAA AIRWORTHINESS NOTICES

Like all NAA’s the QCAA publishes Airworthiness Notices as a means

QATAR AIRWAYS MAINTENANCE TRAINING 10 COURSE CODE: QTR/M10/Q

QCAA CURRENT AIRWORTHINESS NOTICES 16 Aeronautical Products - Approved Standards

QATAR AIRWAYS MAINTENANCE TRAINING 11 COURSE CODE: QTR/M10/Q

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QATAR CIVIL AVIATION REGULATION

QATAR AIRWAYS MAINTENANCE TRAINING 13 COURSE CODE: QTR/M10/Q

PURPOSE OF PART- 66 LICENSE CATEGORIES

QATAR AIRWAYS MAINTENANCE TRAINING 14 COURSE CODE: QTR/M10/Q

QATAR AIRWAYS MAINTENANCE TRAINING 15 COURSE CODE: QTR/M10/Q

MODULARIZATION Module 15 Gas Turbine Engine

QATAR AIRWAYS MAINTENANCE TRAINING 16 COURSE CODE: QTR/M10/Q

Qualification on basic subjects for each Part 66

QATAR AIRWAYS MAINTENANCE TRAINING 17 COURSE CODE: QTR/M10/Q

EXPERIENCE REQUIREMENTS (QCAR 66.A.30)

For Category B2 and subcategories B1.1 and B1.3:

QATAR AIRWAYS MAINTENANCE TRAINING 18 COURSE CODE: QTR/M10/Q

EXPERIENCE REQUIREMENTS DIAGRAM

QATAR AIRWAYS MAINTENANCE TRAINING 19 COURSE CODE: QTR/M10/Q

QATAR AIRWAYS MAINTENANCE TRAINING 20 COURSE CODE: QTR/M10/Q

At least one year of the required experience shall be recent

QATAR AIRWAYS MAINTENANCE TRAINING 21 COURSE CODE: QTR/M10/Q

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QATAR AIRWAYS MAINTENANCE TRAINING 22 COURSE CODE: QTR/M10/Q

EXPERIENCE REQUIREMENTS DIAGRAM