Avia Airlegislation Ref r1 '2012020

AVIATION LEGISLATION
REFRESHER
For Training Purposes Issue 01 Rev 00 01/2020

DISCLAIMER:
THIS COURSE NOTES IS INTENDED FOR TRAINING

PURPOSES ONLY
THE INFORMATION IT CONTAINS IS AS ACCURATE AS

POSIBLE AT THE TIME OF ISSUE BUT
IT IS NOT SUBJECT TO AMENDMENT ACTION.
WHERE THE INFORMATION CONTAINED IN THIS

COURSE NOTES IS AT VARIANCE WITH OFFICIAL
DOCUMENTS THE LATTER MUST BE TAKEN AS THE
OVERRIDING AUTHORITY

Course Objective
To refresh the fundamental

understanding on aviation legislation
with latest regulation.
For
3
Training Purposes Issue 01 Rev 00 01/2020
DAY 1
0900 - Welcome Introduction to Aviation Legislation
0915 - International and Malaysian Requirements,
1030 - Break
1045 - Civil Aviation Operating Regulation
1300 – Lunch
1400 – Air Transport Operation
1500 - Break
1515 - Organisation and Management of Operator
1630 - Day 1 complete
DAY 2
0900 - 0915- Review of Day 1
0915 – Operator Economics related to Maintenance
1030 - Break
1045 - Approved Maintenance Organization,
The roll of CAAM as an Aviation Regulatory Body
1300 - Lunch
1400 – Aircraft Certification, Documentation and Naintenance
1500 – Break
1515 – Requirement for Continuing Airworthiness
1630 – Day 2 complete and summary Q&A
Table of Content
 0.0 - Introduction to Aviation Legislation
1.0 - International and Malaysian Requirements
 2.0 - Airworthiness Requirements
 3.0 - Civil Aviation Operating Regulation
 4.0 - Air Transport Operation
 5.0 - Organisation and Management of the Operator
 6.0 - Operator Economics Related to Maintenance
 7.0 - Approved Maintenance Organisation
 8.0 - The Role of CAAM Malaysia as an Aviation Regulatory Body
 9.0 - Aircraft Certification, Documentation and Maintenance
 10-0 - Requirement for Continuing Airworthiness

INTRODUCTION
AVIATION LEGISLATION
INTRODUCTION
Aviation Legislation
 To provide overview on CAAM MCAR 2016 and AN 1101

 To provide attendees with:
Understanding refreshing on aviation legislation
Promote attendees with good understanding on
airworthiness , aircraft operation and maintenance
principles
1.0 INTERNATIONAL AND MALAYSIAN
REQUIREMENTS
10.1. INTERNATIONAL AND MALAYSIAN REQUIREMENTS
1.1 ICAO-INTERNATIONAL CIVIL AVIATION ORGANISATION
OBJECTIVES
 TO HAVE A GOOD UNDERSTANDING OF THE CHICAGO CONVENTION
 FREEDOM OF AIR
 ICAO- STRUCTURES OF ICAO
 AIMS AND OBJECTIVES OF ICAO
 ICAO ANNEXES
 STRATEGIC OBJECTIVES
ICAO-INTERNATIONAL CIVIL AVIATION ORGANISATION
1.1 CHICAGO CONVENTION
Chicago Convention established:
 To develop civil aviation in a safe and orderly manner

 International air transport services can be established on the basis
of equality of opportunity and operated soundly and economically.
 A provisional organization was created and functioned for 20 months

until, on 4 April 1947, ICAO officially came into existence.
1.1. EXCLUSIVE SOVEREIGNTY
The Chicago Convention affirms every state's "complete and exclusive
sovereignty over the airspace above its territory." It provides that:
 Non-scheduled flights may be made by the civil aircraft of one
country into or over the territory of another.
 Scheduled international air service may be operated from one
country into or over the territory of another country only with the
latter's authorization,
 Member states are permitted to establish areas prohibited to foreign
aircraft as long as these regulations are non-discriminatory.
1.1 Supplementary Agreements
 Two supplementary agreements, not part of the ICAO
constitution, adopted by the conference:
1. The International Air Services Transit Agreement
2. International Air Transport Agreement.
Binding only on the ICAO member states that have ratified

them.
1.1 FREEDOMS OF THE AIR
The International Air Services Transit Agreement guarantees
(1) The
freedom of civil aircraft to fly over foreign countries and territories as long as
they do not land (First Freedom),
(2) The freedom of civil aircraft to make non-traffic landings, for refueling or overhaul
only, in foreign territory (Second Freedom),
(3) freedom to transport passengers and cargo from an aircraft's homeland to other
countries (Third Freedom),
(4) freedom
to transport passengers and cargo from other countries to an aircraft's
homeland (Fourth Freedom), and
(5) freedom to carry air traffic between countries other than the aircraft's homeland
(Fifth Freedom).
FREEDOMS OF THE AIR :
The first five freedoms are regularly exchanged between pairs of
countries in Air Service Agreements.
The remaining freedoms are becoming more important, however freedoms

are not automatically granted to an airline as a right, they are
privileges that have to be negotiated and can be the object of political
pressures.
All other freedoms have to be negotiated by bilateral agreements, such

as the 1946 agreement between the United States and the UK, which
permitted limited "fifth freedom" rights.
The 1944 Convention has been extended since then, and there are currently
nine different freedoms (see the following pictures):
FREEDOMS OF THE AIR
Traditionally, an airline needs the approval of the governments of the
various countries involved before it can fly in or out of a country, or
even fly over another country without landing.
Prior to World War II, this did not present too many difficulties since the
range of commercial planes was limited and air transport networks were
in their infancy and nationally oriented.
In 1944, an International Convention was held in Chicago to establish

the framework for all future bilateral and multilateral agreements for the
use of international air spaces.
Five freedom rights were designed, but a multilateral agreement went

only as far as the first two freedoms (right to overfly and right to make a
technical stop).
1
FREEDOMS OF THE AIR
Five freedom rights were designed, but a multilateral agreement went
only as far as the first two freedoms (right to overfly and right to make a
technical stop).
The first five freedoms are regularly exchanged between pairs of

countries in Air Service Agreements.
The remaining freedoms are becoming more important, however.
10
 ICAO maintains regional offices in:
 Paris,
 Bangkok,
 Cairo
 Mexico city
 Nairobi
 Lima
 Dakar
CHICAGO CONVENTION Chicago, 1 November to 7 December 1944
 52 nations met at the International Civil Aviation Conference in Chicago to plan for
international cooperation in post war era air navigation.
 This conference framed the constitution of the International Civil Aviation
the Chicago Convention.
 The Chicago Convention affirms every state's "complete and exclusive sovereignty
over the airspace above its territory." It provides that:
 Non-scheduled flights may be made by the civil aircraft of one country into or over
the territory of another.
 Scheduled international air service may be operated from one country into or over
the territory of another country only with the latter's authorization,
 Member states are permitted to establish areas prohibited to foreign aircraft as long
as these regulations are non-discriminatory.
1.1 INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO)
The Chicago Convention established the International Civil Aviation
Organization (ICAO), to:
supervise "orderin the air,"
obtain maximum technical standardization for international
aviation, recommend certain practices that member countries
should follow,
carry out other functions.
Countries ratifying the convention thereby agree to conform to ICAO-
adopted civil aviation standards and recommendations
1.1 CONTRACTING STATES
The countries that have ratified the Chicago Convention are
called contracting states.
 Until 2011 there are 190 contracting states.
 The contracting states agree in principle to adopt ICAO guidelines

as basis of their own civil aviation regulations.
 This unifies global civil aviation standards and procedures and
enhances safety.
 1.1 Aims And Objectives of ICAO
The aims of ICAO are to develop the principles and techniques of international
air navigation and to foster the planning and development of international air
transport so as to:
 Insure the safe and orderly growth of international civil aviation throughout the
world
 Encourage the arts of aircraft design and operation for peaceful purposes
 Encourage the development of airways, airports, and air navigation facilities for
international civil aviation
 Meet the needs of the peoples of the world for safe, regular, efficient and
economical air transport
 Prevent economic waste caused by unreasonable competition
 Insure that the rights of contracting States are fully respected and that every
contracting State has a fair opportunity to operate international airlines
 Avoid discrimination between contracting States
 Promote safety of flight in international air navigation
 Promote generally the development of all aspects of international civil aeronautics
ICAO
IN OCT 1947 - ICAO BECAME UNITED NATIONS SPECIALIZED

AGENCY LINKED TO ECONOMIC AND SOCIAL COUNCIL (ECOSOC).
CONTRACTING STATES
 SIGNATORY STATES AND ADHERENCE STATES
 CURRENTLY, THERE ARE 188 CONTRACTING
STATES.
 MALAYSIA IS ONE OF THEM. ADHERENCE TO
CHICAGO CONVENTION IN 1958.

Annexes to Chicago Convention
• ICAO adopts international standards and recommended

practices and procedures dealing with civil aviation matters
concerning with safety, regularity and efficiency of air navigation.
For convenience, ICAO designate them as Annexes.
• Each contracting States shall undertake to collaborate in

securing the highest practicable degree of uniformity in
regulations, procedures, and organization in relation to aircraft,
personnel, airways and auxiliary services.
• Normally the laws of the contracting States make provisions to

apply Annexes into their regulations or requirements so as to
conform with Chicago Convention.
ICAO ANNEXES
• ANNEX 1 – PERSONNEL LICENSING

• ANNEX 2 – RULES OF THE AIR
• ANNEX 3 – METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION
• ANNEX 4 – AERONAUTICAL CHARTS
• ANNEX 5 – UNITS OF MEASUREMENT TO BE USED IN AIR AND GROUND OPERATIONS
• ANNEX 6 – OPERATIONS OF AIRCRAFT
• ANNEX 7 – AIRCRAFT NATIONALITY AND REGISTRATION MARKS
• ANNEX 8 – AIRWORTHINESS OF AIRCRAFT
• ANNEX 9 – FACILITATION
• ANNEX 10 – AERONAUTICAL TELECOMMUNICATIONS
• ANNEX 11 - AIR TRAFFIC SERVICES
• ANNEX 12 – SEARCH AND RESCUE
• ANNEX 13 – AIRCRAFT ACCIDENT INVESTIGATION
• ANNEX 14 – AERODROMES
• ANNEX 15 – AERONAUTICAL INFORMATION SERVICES
• ANNEX 16 – ENVIRONMENTAL PROTECTION
• ANNEX 17 – SECURITY
• ANNEX 18 – THE SAFE TRANSPORT AND DANGEROUS GOODS BY AIR
• ANNEX 19 – SAFETY MANAGEMENT SYSTEM
ANNEXES SIGNIFICANT TO AIRCRAFT ENGINEERS AND E and M - ANNEX 1, 5,6, 7, 8,13 ,17 & 19
 1.2 ICAO Annexes
Among the most significant Annexes to the aircraft maintenance
engineers are:
Annex 1: Personnel Licensing
 It provides information on licensing of flight crews, air traffic controllers
and aircraft maintenance personnel.
Annex 6: Operation of Aircraft
The operation of aircraft engaged in international air transport must be as
standardised as possible to ensure the highest levels of safety and efficiency.
Annex 6 includes:
 Flight operations
 Aircraft performance operating limitations
 Aircraft instruments, equipment & flight documents
 Aircraft communication & navigation equipment
 Aircraft maintenance
 Flight crew, cabin crew, flight operations officers & flight dispatcher
 Manuals, logs & records
 Security
Annex 8: Airworthiness of Aircraft
 Specifies uniform procedures for:
 Type certificate
 Production
 Certificate of Airworthiness
 Continuing airworthiness for aircraft
 Aircraft design
Annex 16: Environmental Protection
Annex 16 sets out specifications regarding:
 aircraft noise
 aircraft engine emissions.
Refer Also ICAO Annex 7, 13 and 19.
1.3 INTRODUCTION TO EASA REGULATIONS
After the establishment of EASA, it has taken over all
the functions of JAA.
All JARs are being replaced by new EASA Rules and
regulations.
 This transition is on going process.
 It will take substantial effort and time for EASA to make
and put into effect all the regulatory frame work.
 Presently following has been accomplished.

EUROPEAN
UNION (EU)
Regulations Organizational Structure
Organization of IR Parts
Each Part is consists of Implementing Rules (IR), Acceptable Means
of Compliance (AMC)and Guidance Material (GM)
Each part is divided into two sections:
Section A - for users and originations.

Prescribe procedure and Requirements.
( Demonstrate Capability )
Section B - for the Regulatory Authorities.

This Section tells the competent authority how
to implement the rules.
HOW EASA AND RULES WERE
ESTABLISHED?
Adopted by
The European Parliament
Civil aviation act
Council Regulation (EC)
1592/2002
(Basic Regulation)
STRUCTURE
Regulation divided into 2
Parts
Adopted by
Implementing Rules Cert. Implementing Rules Maint. The European
Commission Regulation Commission Regulation Commission
1702/2003 2042/2003 Regulations as ( MCAR )
(Certification) (Continuing Airworthiness) EASA

Part 21,34,36,39 Parts M,145,66,147 Authority
IR Part - 21
 This part gives the Procedures and Requirements for :

 Type Certification of Products.
 Approval of Design Organization
 Approval of Manufacturing Organization
 Approval of Repair Design Organizations

 IR Part - M
 This part establishes the measures to be taken to ensure
that airworthiness is maintained, including maintenance.
 It also specifies the conditions to be met by the persons or
organizations involved in such continuing airworthiness
management.
 Procedure and Requirement for;

 Approval of Airworthiness Management Organizations.
( AOC holders)
 Content of IR Part-145 is also part of this IR. .

 IR Part - 145
 This Part establishes the requirements to be met by an organisation to qualify

for the issue or continuation of an approval for the maintenance of aircraft and
components.
 IR Part – 147
This section establishes the requirements to be met by organizations seeking
approval to conduct training and examination as specified in Part-66.
 Functions of the organizations

 Type Training
 Basic Training
 OJT
 EASA/CAAM - Examinations
IR Part - 66
 This Part establishes the requirements for the issue of an aircraft
maintenance Licence and conditions of its validity and use, for aeroplanes
and helicopters of the following categories:
 Category A
 Category B1
 Category B2
 Category C
 Categories A and B1 are subdivided into subcategories relative to

combinations of aeroplanes, helicopters, turbine and piston engines. The
subcategories are:
 A1 and B1.1 Aeroplanes Turbine
 A2 and B1.2 Aeroplanes Piston
 A3 and B1.3 Helicopters Turbine
 A4 and B1.4 Helicopters Piston
1.4 Civil and State Aircraft
 This Convention is only applicable to the CIVIL AIRCRAFT and NOT STATE
AIRCRAFT.
 Aircraft used in Military, Customs and Police are classified as
STATE AIRCRAFT.
 STATE AIRCRAFT of a Contracting State to the Chicago Convention cannot

fly over the territory of another state unless authorized by special
agreement.
 CIVIL AIRCRAFT are those registered with the Civil Aviation Authority and
operated under the law of the country operated under the civil aviation
regulations, which in this case the Department of Civil Aviation, Malaysia
becomes the State of Registry responsible for the safety and continuing
airworthiness of the aircraft.
1.5 MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK
Introduction
 As a Contracting State, the Government of Malaysia ratifies the Chicago

Convention by the Laws of Malaysia, Civil Aviation Act (Amendment) 2003.
 It extends the Government control on the nations’ civil aviation activities
and is the law of the land.
 The regulations prescribed under the Act are found in the Malaysian Civil
Aviation Regulations (MCAR) 1996 enacted on 1st April, 1996 which
preceded over the Air Navigation Order (ANO) 1953 of Federation of
Malaya.
 ( MCAR 2016 ) was enacted on 28 Mar 2016 and became effective on

15 April 2016 .
1.5 MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK
The Role of Regulatory / Authority Body
 The objectives of the Chicago Convention was to promote and develop the
principles and techniques of international air navigation, air transport
technical standards and recommended practices.
 The ICAO Annexes will then form the basis for each Contracting State
to promulgate their civil legislation as their Law of the land governing
civil aviation.
 The regulatory body (Authority Body) is empowered by statute to regulate

the air transport industry to ensure that the minimum standard is
achieved.
Laws of Malaysia
Act 3, Civil Aviation Act of 1969
 An Act to make better provision in the law relating to Civil Aviation
and for matters connected therewith and ancillary thereto;
 Part II - Regulation of Civil Aviation 3 (1) The Minister may make such
regulations as he considers necessary or expedient to give effect to and for the better
carrying out of the objects and purposes of this Act, to provide generally for regulating
civil aviation and for carrying out Chicago Convention, any Annex thereto and any
amendments of such Convention and Annexes.
 (Power to give effect to the Chicago Convention and regulate civil aviation)
 Part 1A - Duties and Functions of the CEO of Civil Aviation, Malaysia.

 To exercise regulatory functions in respect of civil Aviation and airport
and aviation services including the establishment of standards and
their enforcement.
Laws of Aviation in Malaysia
 ACT 3 CIVIL AVIATION ACT, 1969
 ACT A1192 CIVIL AVIATION ACT (AMENDMENT) 2003
 CIVIL AVIATION REGULATIONS (MCAR) 1996
 ACT 307 AVIATION OFFENCES ACT 1984
 ACT 467 AIRPORT & AVIATION SERVICES

( OPERATING COMPANY ) 1991
LATEST CAR 2016 SUPERSEDES MCAR 1996
MALAYSIAN CIVIL AVIATION REGULATIONS
How Laws are enacted in Malaysia ?
Ministry – AG – Presented in DR and DN to be approved
By the Dewans and the Ruler and AM by the Minister and RM the DG
Government of Malaysia ratifies the CHICAGO CONVENTION
by
Section 3, Part II
CIVIL AVIATION ACT 1969
Now ( Amendment ) 2003
1st April 1996 – Malaysian Civil Aviation Regulations
( MCAR ) 1996 enacted. Replaces ANO 1953.
MCAR 1996 CAR 2016
31st March 2016 – Civil Aviation Regulations 2016 enacted

Replaces MCAR 1996
CAR 2016
CAR 2016 replaces MCAR 1996 effective 31 March 2016
DCAM Regulatory Structure
Civil Aviation Act 1969

(by Parliament)
Civil Aviation
Regulations 2016 (by
Ministry)
CAAM Compliance
Instruments
(Issued under Section 24O
of the CAA)
Eg. AN
Issued by CEO
12
Malaysian Civil Aviation Regulations
Latest CAR 2016
 FUNCTIONS
 To regulate the activities of Civil Aviation in Malaysia and carry out the Chicago Convention
and any Annexes.
• To established a system of licensing on the use of aircraft on flights for hire and reward.
• To impose conditions onto any aircraft before it is allowed to fly, including conditions relating
to airworthiness, maintenance, repair and overhaul.
• To impose conditions onto persons performing prescribed functions in relating to the

operation or maintenance of aircraft.
 CONSISTS OF 209 REGULATIONS WHICH ARE GROUPED UNDER 28 SEPARATE

HEADINGS CALLED PARTS.
 SOME REGULATIONS ARE FURTHER AMPLIFIED BY 3 SCHEDULES .

Old Malaysian Civil Aviation Regulations 1996 Parts
• Part I Preliminary
• Part II Registration & Marking of Aircraft
• Part III Licensing of Air Services
• Part IV Air Operators Certificate
• Part V Airworthiness and Equipment of Aircraft
• Part VI Aircraft Crew and Licensing
• Part VII Operation of Aircraft
• Part VIII Fatigue of Crew
• Part IX Documents and Records
• Part X Control of Air Traffic
• Part XI Aerodromes, Aeronautical Lights & Radio Station
• Part XII Investigation of Accidents
• Part XIII Detention and Sale of Aircraft
• Part XIV Aircraft Mortgages
• Part XV Landing, Parking & Housing, Passenger Service and Air Navigation Facility
Charges
• Part XVI General
New Civil Aviation Regulations 2016* Parts
• Part I Preliminary
• Part II Registration Marking & Mortgage of Aircraft
• Part III Airworthiness of Aircraft
• Part IV Environmental Standards - New
• Part V Aircraft Crew and Licensing
• Part VI Protection of crew
• Part VII Aircraft in Flight -New
• Part VIII Operation of Aircraft
• Part IX Height Keeping and Navigation - New
• Part X Air Operator
• Part XI Article 83BIS agreement - New
• Part XII Commercial air transport operations - New
• Part XIII Carriage of Munitions of War and Dangerous Goods
• Part XIV Aerial Work Operations
• Part XV Ground Handling Services
• Part XVI Unmanned Aircraft System- New
• Part XVII General Aviation - New
• Part Xviii Licensing of Air Traffic Controller
• Part XX Aeronautical Telecommunication Services-New
• Part XXi Documents and Records
• Part XXII Safety Programme and Safety Management System - New
• Part XXiV Security Measures- New
• Part XXV Detention and Sale of Aircraft
• Part XXVI Investigation of Aircraft Accident And Incident
• Part XXVII General
• Part XXVIII Savings Provisions
• FIRST SCHEDULE- CLASSICATION OF AIRCRAFT
• SECOND SCHEDULE – AIR TRAFFIC CONTROLLER RATINGS
• THIRD SCHEDULE – OFFENCES * Supersedes MCAR 1996
CAR 2016
Regulation Approval for Organisations to engage in Continuous
Airworthiness Management, Maintenance of
31 Aeronautical Product and Maintenance Training
Regulation Approval of Organisation Related to Maintenance

32 and Maintenance Training
Regulation
Approved Signatory
33
Regulation
Aircraft Maintenance License
35
5
CAR 2016
• Certificate of Maintenance Review (CMR) is replaced with
Airworthiness Review in line with the introduction of DCAM Part M
regulations
• CRS-SMI is replaced with Base Maintenance Review
• DCA ARC-AAT replaced with DCA/CAAM Form 1
• Introduction of the concept of ‗Continuing Airworthiness‘ - Clearly

separates responsibilities for continuing airworthiness
management and responsibility of aircraft maintenance
4
MALAYSIAN CIVIL AVIATION
ADMINISTRATION
MINISTRY OF TRANSPORT
(Minister)
ROAD TRANSPORT DEPT DEPT OF CIVIL AVIATION MARINE DEPT

(Director General) (Director General) (Director General)
The CAAM is established as an agency
under the MOT to provide safe, efficient
and orderly flow of air transportation
and to regulate Aviation activities in
Malaysia
ADMINISTRATION
Vision : To be the world’s leading aviation authority

Mission : To Continuously enhance safety, security,
and efficiency for a sustainable aviation industry
Values : Professional , Excellence, Integrity,
Accountable and Esprit De Corps
KRAs : Capacity – Promote enhancement to organizational
and system capacity
Legislation-Strengthen the regulatory framework for
civil aviation governance
Safety- Assertion of world class safety for
aviation operations
Security – Assurance for security in the aviation environment
Sustainability – Encourage and uphold sustainability of the
aviation industry
ADMINISTRATION
The one sector that relates to both DCAM 145 and DCAM 147
is the Airworthiness Sector which is headed by the Director of Airworthiness,
main objective being enhancing and promoting aviation safety through effective
and up to date airworthiness regulations and by encouraging industry to deliver
high standards of airworthiness . Airworthiness activities are
regulated through various processes , taking into consideration
all aspect of the airworthiness that affects safety , these processes
includes
1. Engineering – ADs, Modifications and repairs , Approval of DOA and POA
2. Repair Stations – Investigation of Incidents and Defects, AMO/Repair Stations
3. Maintenance – C of A, Approval of Am and Facilities, Investigations ,CAM
4. Engineers Licensing – Examination, ATO , Licensing
5. Standards – Registration of all civil aircraft and aircraft mortgage, standards
development and update, analyze airworthiness data including all occurrence
reporting and service difficulty defects
ADMINISTRATION
The one sector that relates to both DCAM 145 and DCAM 147
includes
2. Repair Stations – Investigation of Incidents and Defects, AMO/Repair Stations
1.5 DEPARTMENT OF CIVIL AVIATION MALAYSIA
 FUNCTION OF AIRWORTHINESS DIVISION
 AIRCRAFT TYPE CERTIFICATION / INCLUDING FLIGHT TESTING.
 MANUFACTURING / DESIGN ORGANISATION APPROVAL.
 ISSUE OF EXPORT CERTIFICATE OF AIRWORTHINESS.

 ISSUE / RENEWAL OF CERTIFICATE OF AIRWORTHINESS AND AIRCRAFT
 CONTINUING AIRWORTHINESS
 MAINTENANCE PROGRAMME / FACILITIES APPROVAL.
 APPROVAL OF MODIFICATION TO AIRCRAFT ENGINE AND EQUIPMENT.
 EXAMINATION AND LICENSING OF ENGINEERS.
 REPAIR / OVERHAUL ORGANISATION APPROVAL.
 AIRCRAFT REGISTRY
 APPLICATION OF AIRWORTHINESS STANDARD IN LINE WITH ICAO, UK-CAA,

EASA AND FAA REQUIREMENTS.
 INVESTIGATION OF AIRCRAFT INCIDENTS AND ACCIDENTS.

3.0 Aviation Regulation and Law
 Malaysian Aviation Commission
 Established 1 March 2016 under
the MAVC Act 2015 as independent entity to regulate
economic and commercial matters related to civil
aviation in Malaysia
 -provide a mechanism for protection of consumers
 - provide a mechanism for dispute resolution between
aviation players
 -administer and manage air traffic rights
 -advise Government , administer and manage routes
under public service obligations
 1.5 CAAM Airworthiness Notices / Notices
 Airworthiness Notices/Notices are issued by the Department of Civil Aviation to
circulate information to all concerned with the airworthiness of civil aircraft.
 Each notice is identified by a number, followed by issue number and the issue date.
 DCA AN No. 1 - Certification of Aircraft

 DCA AN No. 2 - Certificate of Airworthiness Issue and Renewal Procedure
 DCA AN No. 1101 – DCAM/CAAM Part 66 - Aircraft Maintenance Licence
 DCA AN No. -
 DCA AN No. -
 DCA AN 9201 - Aircraft Engine Emissions
The CAAM Airworthiness Notices/Notices expound the requirements of the

Malaysian Civil Aviation Regulations from time to time as deemed necessary for
the CAAM to implement certain standards or procedures.
1.6 FOREIGN AIRWORTHINESS AUTHORITIES & CODES
Among the many contracting states a few states are very influential.
The civil aviation activities of these states are among the most
numerous and most advanced in the world.
Often their civil aviation codes and civil aviation administration serves
as a model for the rest of the world.
IMPORTANT FOREIGN AIRWORTHINESS AUTHORITIES
CIVIL AVIATION AUTHORITY OF

UNITED KINGDOM
( CAA UK ).
AUTHORITY BODY FOR THE UK
ADVISER TO DCA MALAYSIA
MALAYSIAN DCA FOLLOW THE GUIDANCE GIVEN BY CAA
ITS AIRWORTHINESS CODES FORM THE BASIS FOR
THE MALAYSIAN AIRWORTHINESS CODES

IMPORTANT FOREIGN AIRWORTHINESS AUTHORITIES
FEDERAL AVIATION
ADMINISTRATION FOR THE
UNITED STATES OF AMERICA
( FAA USA )
(FAR : Federal Aviation Regulations)
AUTHORITY BODY FOR THE U.S.A.
HAS GLOBAL INFLUENCE

1.6 Federal Aviation Regulations (FAR)
These are airworthiness codes of US issued by the FAA.
CAAM does not follow them directly, but the quantity of US aviation
products and parts in the market give them an important influence.
It governs the conduct of maintenance and flight operation .
1.6 LIST OF FARs

Below is the listing of FAR;
1. FAR 21 - Certification procedures for Aircraft, Products and Parts
2. FAR 23 - Normal, Aerobatic and Commuter Airplane
3. FAR 25 - Transport Category Airplane
4. FAR 27 - Small Rotorcraft
5. FAR 29 - Transport category Rotorcraft
6. FAR 33 - Aircraft Engines
7. FAR 36 - Aircraft Noise
CERTIFICATE OF REGISTRATION ( CAR 2016 REG 4, 5 ) AN 7101 AND 7201
An aircraft shall not fly in or over Malaysia unless it bears a common mark or is
registered in;
 Malaysia; or
 a Contracting State; or
 any other State in relation to which there is in force an agreement between the
Government of Malaysia and the government of that State.
1.7. Gliders
 A glider may fly unregistered,
 and shall be deemed to be registered in Malaysia on any flight, which begins
and ends in Malaysia without passing over any other State; and is not for the
purpose of public transport or aerial work
1.7 Exemptions by the CEO CAAM
Any aircraft may fly unregistered on any flight which;
1. begins and ends in Malaysia without passing over any other State; and
2. is in accordance with a permit to fly as per MCAR 2016 (Reg 4, 2b )
1.7 Certificate of Registration
The Aircraft Register shall-include the following particulars in relation to each aircraft:
The number of the certificate
The nationality mark of the aircraft and the registration mark assigned to it
The name of the constructor of the aircraft and its designation .
The serial number of the aircraft

The name and address of the owner of the aircraft
Any other particulars as the Director General shall think fit.
1.7 REGISTRATION OF AIRCRAFT
The CEO shall be the authority for the registration of an aircraft in Malaysia.
The following persons shall be qualified to be the owner of a Malaysian aircraft;
the Government of Malaysia
a citizen of Malaysia
a body incorporated and having its principal place of business in Malaysia.
1.7 Validity of the C of R

The C of R Issued under this part shall be valid for a period
Not exceeding 3 years from date of issue
An application to renew a C Of R shall be made to the DG IAW CAR 2016 Reg 189
Within 30 days before the date of expiry of the C Of R
Ref: AN 7201
1.7 Registration Marking Of Malaysian Aircraft
All aircraft shall carry on them the required registration mark.
For aircraft registered in Malaysia, the nationality will be 9M followed by a

hyphen and then three or more capital letters.
These marks shall be of a size and type and its position required by the
regulation of the country.
In addition to these marks, a fireproof metal plate bearing the name and
address of the registered owner and the registration mark of the aircraft.
1.7 Malaysia Flag
The Minister of Transport has directed that all aircraft owned by public companies in
Malaysia be painted with:
the Malaysian Flag
the wording 'MALAYSIA' on

both sides of aircraft fuselage,
preferably towards the front or
nose of the aircraft on both sides of
aircraft fuselage, preferably towards
the front or nose of the aircraft.
1.7 CERTIFICATE OF AIRWORTHINESS (C of A) MCAR 2016 Reg 26, 27
No aircraft shall fly unless;
 Certificate of Airworthiness (C of A) duly issued or rendered valid under
the law of the law of the state in which the aircraft is registered and:
 There is in force in respect thereof he State in which the aircraft is
registered; and
 Any conditions subject to which the C f A was issued or rendered valid
are complied with.
 An approved aircraft Flight Manual forms a part of this certificate.

1.7 CERTIFICATE OF AIRWORTHINESS (C of A) MCAR 2016 Reg 26, 27
No aircraft shall fly unless;
 Certificate of Airworthiness (C of A) duly issued or rendered valid under
the law of the law of the state in which the aircraft is registered and:
i) There is in force in respect thereof he State in which the aircraft is
registered; and
ii) Any conditions subject to which the C f A was issued or rendered valid
are complied with.
An approved aircraft Flight Manual forms a part of this certificate.
Certificate Of Airworthiness
I. The normal period of validity of the C of A in Malaysia is 1 year.
II. The operator’s name and address must be stated in the certificate.
CERTIFICATE OF AIRWORTHINESS (C of A) MCAR 2016 Reg 26, 27
1.8 Aircraft that do not require a C of A
C of A shall not apply to the following aircrafts if their flights begin and end in
Malaysia and does not pass over another State:
 glider used for flight lessons conducted by an approved flying school;
 balloon flying on a private flight;
 a kite;
 an aircraft flying in accordance with the conditions of a permit to fly issued
by the CEO in respect of that aircraft.
 Drone …
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1.8 ISSUE AND RENEWAL OF C OF A ( AN 2) (AN 7201)
The CEO shall issue, in respect of any aircraft, a
C of A if he is satisfied that the aircraft is fit to fly having regard to:
 the design, construction, workmanship and materials of the aircraft,

including, any engines fitted therein, and any equipment carried
onboard which is necessary for the airworthiness of the aircraft
 the Airworthiness Notices/ Notices issued by the Department of Civil

Aviation as CEO consider appropriate
1.8 Classification of Aircraft ( MCAR 2016 SCHEDULE 1 ) AN81
Free Spherical free balloon

Balloon Non-spherical free balloon
Non-Power-Driven Spherical captive balloon

Captive Balloon Non-spherical captive balloon
Lighter-than-air
Aircraft
Rigid airship
Airship Semi-rigid airship
Power-Driven
Non-rigid airship
AIRCRAFT
Land Glider
Non-Power-Driven Glider Sea glider
Kite
Landplane
Heavier-than-air Aeroplane Seaplane
Aircraft Amphibian
Land gyroplane
Gyroplane Sea gyroplane
Power-Driven Amphibian gyroplane
Rotorcraft
Land helicopter
Helicopter
Sea helicopter
Amphibian helicopter
Omithopter Land omithopter
Sea omithopter
Amphibian omithopter
1.8 Categories of Aircraft (AN 81 )
Aircraft are categorised according to the purpose for which they fly;
 Public Transport (Passenger) - Any purpose.
 Public Transport (Cargo) - Any purpose other than carriage of
passengers.
 Aerial Work - Any purpose other than public transport.
 Private - Any purpose other than public transport or aerial work.
 Special - Any purpose, other than public transport, specified in the
Certificate of Airworthiness, but not including the carriage of passengers
unless authorized by CEO .
 Normal
1.8 Issue, Renew and Validity of C of A by DGCA
 The CEO may issue the C of A subject to other conditions relating to

the airworthiness of the aircraft as he thinks fit.
 The CEO may render valid a C of A issued in respect of any aircraft

under the law of any State other than Malaysia.
 The C of A shall remain in force for such period as may be specified

therein, and may be renewed from time to time by CEO.
1.8 VALIDITY OF THE C OF A ( CAR 2016 REG 27 )
A C of A issued in respect of an aircraft shall remain valid as long as;
 The aircraft or its equipment is overhauled, repaired or modified, in a

manner approved by CEO;
 Any part of the aircraft or equipment is removed or is replaced with
material of a type approved by CEO
 The completion of any inspection of the aircraft or its equipment
classified as mandatory by the CEO;
 The completion of Schedule maintenance inspection required by a
maintenance schedule ( aircraft maintenance program) in relation to that
aircraft;
1.8 RENEWAL PROCEDURE FOR C OF A ( AN 2 ) (AN8301)
1. Submit application Form JPA-AP2 with the appropriate fee
2. application must be received by CAAM at least 30 days before the
expiry date.
3. Submission of the pro-forma (paragraph 4 of the AN 2) at least 30 days
before the aircraft is presented for inspection.
4. Mutual agreement with Airworthiness Surveyor of when inspection of
aircraft log books and associated records can be done.
5. Submission of Airworthiness Flight Test Report and associated load
sheet at least 30 days before expected date of aircraft inspection.
1.8 ISSUE OF C OF A FOR EXPORT( AN 1 ) CAR 2016 Reg 28
This document is raised by CEO to inform the Airworthiness Authority of the
importing country that in their opinion, the aircraft is airworthy.
Upon application for a C of A for Export the current C of A must be cancelled.
This prohibits any further flights by the aircraft until the C of A for Export is
validated by the country it is re-registered in, or replaced by a Certificate of
Airworthiness issued by that country.
1.8 ISSUE OF C OF A FOR EXPORT

 The C of A for Export is not a statutory document, either internationally under
ICAO or nationally under the MCAR.
 When issued it signifies, that, except for those significant derogations from
the requirements listed on the front, the aircraft is airworthy.
1.9 LOGBOOKS/ AIRCRAFT JOURNEY LOG BOOK
In addition to any other logbooks required by the MCAR, the following
logbooks shall be kept in respect of every Malaysian aircraft flying for the
purpose of public transport:
 An aircraft logbook (AJL);
 A separate logbook for each engine fitted in the aircraft; and
 A separate logbook for each variable pitch propeller fitted to the aircraft
1.9 Logbooks for aircraft below 2730 kg MTWA

For aircraft having an authorized MTOW below 2,730kg the logbooks shall be
of a type approved by CEO.
1.9 Logbooks for aircraft above 2730 kg MTWA
Recommended Logbooks used for aircraft MWTA exceeding 2730kg, are as
follow;
 CAP 388: Variable Pitch Propeller Logbook
 CAP 391: Engine Logbook
 CAP 408: Aircraft Logbook
These logbooks are published by CAA (UK)
1.9 Particulars to be entered into the Logbook
 When all the relevant work has been carried out, a Certificate of Maintenance
Release shall be entered in/attached to the appropriate logbook.
 Work done to incorporate modifications shall be entered in the appropriate
logbook, quoting the reference number of the appropriate document.
 A Maintenance Release shall be issued, and attached.
1.9 Preservation period ( CAR 2016 Reg 163 )

All relevant records of mandatory inspections, overhauls, modifications, repairs
and replacements shall be made available to the CAAM for examination on
request, and these shall not be destroyed without authorization from the
CAAM.
The log books, and other documents which are identified and referred to in the
log books shall be preserved even if he ceases to be the operator of the
aircraft , continue to preserve the document or record and in the event of his
death the duty to preserve the document shall fall upon his personal
representative.
1.9 AJL LOGBOOK ENTRIES
The following entries shall be included in the aircraft log-book:
 The name of the constructor, the type of the aircraft, the number assigned to it
by the constructor and the date of the aircraft construction;
 Nationality and Registration Marks of the aircraft;
 The name and address of the operator of the aircraft;
 The date of each flight and the duration of the period between take-off and
landing;
 Particulars of all maintenance work carried out on the aircraft or its
equipment;
 Particulars of any defects occurring in the aircraft or its equipment and the
action taken to rectify such defects including a reference to the relevant entries
in the technical log.
 Particulars of any overhaul, repair, replacement and modification relating to
the aircraft or any such equipment except its engines and propellers.
AJL LOGBOOK ENTRIES
The required entries for engine and propeller logbooks are similar except certain
items, which are peculiar to them, like;
Part and serial number
The location of installation
Overhaul life etc.
1.9 VP Propeller Logbook

Extract of propeller logbook Engine logbook is similar
1.9 APU Logbook
With ETOPS operations, APU logbooks are also mandatory
1.10 RELEASE TO SERVICE ( CAR 2016 Reg 30 )
In accordance with the MCAR, an aircraft registered in Malaysia having a Certificate of
Airworthiness issued or rendered valid, shall not fly unless there is in force a
Certificate of Release to Service (CRS). ( Maintenance Release )
A MR is issued in respect of any overhauls, repairs, replacements, modifications,

maintenance, mandatory inspections or scheduled maintenance inspections to the
aircraft or its equipment, necessary for the airworthiness of the aircraft.
1.10 Maintenance Work

Inspections, overhauls, modifications, repairs, and replacements shall be carried out in
accordance with the approved manuals, drawings and schedules and any other
documents recognised, by the CEO.
1.10 Maintenance Activities:
Overhaul – The restoration of the aircraft/ aircraft component by inspection or
replacement in conformity with an approved standard to extend the operational life.
Inspection – The examination of the aircraft/ aircraft component to establish
conformity with an approved specification.
 Inspection includes:
a) Mandatory inspection, an inspection classified as Mandatory by CAAM,
where the inspection itself is the work
b) Scheduled Maintenance Inspection, an inspection or maintenance
including tests required by the Approved Maintenance Schedule (AMP).
Replacement – Any work operation which involves the removal and replacement
of the same part or the substitution of an approved part.
Modification - The alteration of the aircraft/ aircraft component in conformity

with an approved standard.
1.10 CERTIFICATE OF RELEASE TO SERVICE (CRS) ( CAR 2016 Reg 30 )
A Certificate of Maintenace Release (MR) shall be issued after overhauls,
modifications, repairs, replacements, modifications and mandatory inspections have
been carried out on an aircraft.
It may not be required to be issued if:

 1) MR is not required for certain prescribed repairs or replacement carried
out on an aircraft not exceeding 2730kg MWTA with a C of A in the Private or
Special Categories, provided the work has been carried out personally by the
owner or Operator holding a pilot’s licence.
 If a repair or replacement of a part of an aircraft is carried out when the
aircraft is at such a place that it is not reasonably practicable, to carry out the
work in a manner that a CRS may be issued.
1.10 Issue of CRS ( AN 12 )
A MR shall only be issued for a particular inspection, overhaul,
modification, repair or replacement when the signatory is satisfied that
the work has been properly carried out, having due regard to the use of;
 Up-to-date instructions including manuals, drawings, specifications,

CAAM mandatory modifications/ Inspections and company procedures
 Recommended tooling and test equipment which is currently

calibrated where applicable
 Appropriately trained personnel.
 A working environment appropriate to the work being carried out.

1.10 Information in a MR
The MR shall contain particulars of:

 the work done
 the inspection completed
 the organization
 place at which the work was carried out.
Also to be recorded are:

 details of the aircraft type, part number and serial number
 registration and component type
1.10 MR Statement
The certification shall be worded in the following manner
‘The work recorded above has been carried out in accordance with
the requirements of the MCAR for the time being in force and in that respect
the aircraft/ equipment is considered fit for release to service.’
For organisations approved in accordance with MCAR, the certification may be
issued in accordance with procedures specified in the Organisation Exposition.
1.10 Commercial Transport a/c maintained by Part -145 Approved

Maintenance Organisation
For aircraft operated for the purpose of Commercial Air Transport,
a MR shall be issued by appropriately authorized staff on behalf of the
Part-145 Approved
1.10 Persons allowed to issue MR
A MR shall be issued only by one of the following;
The holder of an aircraft maintenance engineer ’s licence:
 granted under the MCAR, granted under the law of a foreign state and rendered valid
under the MCAR.
 granted under the law of any foreign state as the Minister may specify, in accordance
with the privileges endorsed on the license and subject to any conditions, which may
be prescribed.
 The holder of an aircraft maintenance engineer’s licence issued by a Contracting State
other than the Malaysia in which maintenance has been carried out, on aircraft below
2730 kg MTWA in accordance with the privileges endorsed on the license.
 A person, Approved by the CEO as being competent to issue such Certificates, and in
accordance with that Approval.
 A person Authorized by the CEO to issue the Certificate in a particular case, and in
accordance with that authority.
In relation only to the adjustment and compensation of direct reading magnetic

compasses, the holder of an Airline Transport Pilot’s License (Aeroplanes), or a
Flight Navigator ’s License granted or rendered valid under the MCAR
1.10 CERTIFICATION OF COMPLETION OF SCHEDULED MAINTENANCE
INSPECTION (CRS-SMI) – BASE MAINTAINANCE RELEASE
 The CRS-SMI/BMR is required at the completion of Scheduled Maintenance Inspections.
 Certification is only required in the various licensed categories when there is work in that
category during an SMI.
 The expression "Scheduled Maintenance Inspections" (SMI) means any group of inspections
and tests called up by a maintenance schedule, commonly known as "Check Inspections,
Periodic" etc.
 A MR will not be required for any SMI scheduled at intervals of less than 45 hours or 28 days.
 This certification shall only be made when all work actions associated with the particular
group of SMI’s being certified have been satisfactorily carried out.
 it is mandatory to raise one document at the completion of an SMI containing all the
necessary MR signatures.
 Where work involves deferment, then such deferment must be carried out in accordance with
approved company procedures
1.10 CRS-SMI / BMR certification
 Engineers should be appropriately type-licensed.
 Where an organisation uses approved personnel then such personnel
should possess an appropriate Type Rated license.
 In cases of difficulty, the CAAM will be prepared to give consideration to
some alleviation of the requirement.
MAINTENANCE STATEMENT AND CERTIFICATE OF RELEASE TO SERVICE
MAINTENANCE STATEMENT AND CERTIFICATE OF RELEASE TO SERVICE
1.11 CERTIFICATE OF MAINTENANCE REVIEW (CMR) (AN 12 )
 An aircraft registered in Malaysia in respect of which a C of A in the

Transport Category (Passenger), Transport Category (Cargo) or Aerial
Work Category and Private is in force,
 shall be subject to a maintenance review at intervals specified in the

approved Maintenance Schedule.
 At the completion of a review, a Certificate of maintenance Review

(CMR) shall be issued.
1.11 General Rules
A CMR shall only be issue when the following aspects of maintenance have been
carried out:
 Maintenance has been carried out in accordance with the Maintenance Schedule
Approved for the aircraft.
 mandatory modifications and inspections have been completed and certified in the
relevant MR.
 All defects entered in the Technical Log have been rectified or deferred in accordance
with approved procedures.
 All MR required have been issued in accordance with the MCAR
1.11 Validity Period

 The time intervals for the CMR will be specified on a calendar ‘not exceed’ basis only and
therefore, it is not necessarily intended to align with any check
 The issue of CMR should not exceed 4 calendar months for all aircraft type except for private
category aircraft of less than 2730kg MTWA, which shall not exceed 1 year.
1.11 Certificate Of Maintenance Review
The CMR requires only one signature.
1.11 CMR SIGNATORIES
A CMR shall be issued only by:
 A LAME possessing a Type Rated License valid in at least two categories (other than
Category X Compasses), each category being appropriate to the particular aircraft type.
 A person whom CAAM has authorized to issue a CMR in a particular case and in
accordance with that authority; or
 A person authorized by an organisation approved by CAAM as being competent to issue
such a certificate and in accordance with that Authorization and Approval.
1.11 Signatories List

The signatories for the CMR for an approved organisation can be found in the approval letter of
the approved maintenance schedule (AMP).
 A CMR shall be issued in duplicate.
 One copy of the most recently issued certificate shall be: carried in the aircraft and ,
the other kept elsewhere than in the aircraft.
1.12 DUPLICATE INSPECTION (AN 51 )
 An inspection first made and certified by one qualified person and subsequently
re-inspected and certified by a second qualified person.
 A duplicate inspection of all Vital Points / Control Systems in an aircraft shall be
made after initial assembly and before a Certificate of Maintenance Release has
been issued.
Vital Point
Any point on an aircraft at which single mal-assembly could lead to catastrophe, i.e. result in loss
of aircraft and/or in fatalities.
The vital points shall be identified and listed in the maintenance documents.
Control system
A system by which the flight path, attitude or propulsive force of an aircraft is changed,
including the flight, engine and propeller controls, the related system controls and
associated operating mechanism.
1.12 DUPLICATE INSPECTION (AN 51 )
1.12 DUPLICATE INSPECTION
 The first and second inspections must take account of the full extent of the
work undertaken and not simply the immediate area of disturbance.
 This is to ensure that distant or remote parts of the system that may have
been affected by the disturbance are also subject to duplicate inspections.
 Persons who carry out and certify duplicate inspections are required to
undertake an independent review of the complete task, as detailed in the
maintenance manual and by reference to worksheets used, including shift
hand-over records, to assess the scope of the duplicate inspection(s) required.
 Inspections shall include an inspection to ensure that full, free and correct
movement of the controls is obtained throughout the systems relative to the
movements of the crew controls.( correct sense )
 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 shall be satisfied
that a duplicate inspection has been made previously on the units and covered
sections and that the sealed units are acceptable for the particular use.
 Tests that are necessary shall be completed to determine that these particular
units and sections have full, free and correct directional movement.
 Vital Points / Control Systems subject to duplicate inspection must not be
disturbed or re- adjusted after the first certified inspection and the second part of
the duplicate inspection must, as nearly as possible, follow immediately after the
first part.
 In some circumstances, due to peculiarities of assembly or accessibility, it may be
necessary for both parts of the inspection to be made simultaneously the
duplicate.
 If a Vital Point / Control System is disturbed after completion of the duplicate
inspection, that part that has been disturbed shall again be inspected in duplicate
and a Certificate of Maintenace Release issued before the aircraft flies.
 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 the
disturbance is understood by both persons who carry out the duplicate
inspections.
SIGNATORIES
Persons qualified to make the first and/or second part of a duplicate inspection are as
follows:
For Approved Manufacturing Organizations, persons qualified and authorized to
perform such inspections in accordance with the company procedures.
For Approved Maintenance Organizations who release Control System units and
components, both inspection and the subsequent Certificate of Maintenance Release
must be issued by persons authorized by the organization.
SIGNATORIES
Should a minor adjustment of the Vital Point / Control System be necessary when the
aircraft is away from base, the second part of the duplicate inspection may be
completed by a pilot or flight engineer licensed for the type of aircraft concerned.
2.0 AIRWORTHINESS REQUIREMENTS
2.1 Aircraft Design Requirement
 The Airworthiness Authority must approve an aircraft design before it can be legally
produced and flown.
 It must follow the Approved Design Standards imposed by the Airworthiness Authority.
 All countries in the world generally follow airworthiness standards as per ICAO Annex 8.
 However the country to which the certified aircraft is to be exported may impose its own
additional design requirements before it can be certified in the importing country
2.1 Aircraft Design Standards

 The aircraft design is such that no single failure of structures, components, or systems may
imperil the airplane or its occupants.
 Single failures of any component or system during any one flight are assumed.
 These single failures should not prevent continued safe flight and landing, or significantly
reduce the capability of the airplane to cope with the failure.
 Later failures during the same flight are assumed, unless their joint probability with the first
failure is shown to be extremely improbable.
2.1 Fail Safe Philosophy
 Failure warning or indication to assure failure detection.
 Crew procedures, after failure, to enable continued safe flight and landing.
 Testability, the ability to check a system or component's airworthiness.
 Designed failure-effect limits, the capability to sustain damage that limits the safety effects
of a failure.
 Designed failure paths that control and direct the effects of a failure in a way that limits its
safety impact.
 Margin of safety that allowed for any unforeseeable condition
 Error tolerance that considers the adverse effects of foreseeable errors during the aircraft’s
 design, test, manufacturer, operation and maintenance.
 Designed failure paths that control and direct the effects of a failure in a way that limits its
safety impact.
 Margin of safety that allowed for any unforeseeable condition
 Error tolerance that considers the adverse effects of foreseeable errors during the aircraft’s
design, test, manufacturer, operation and maintenance.
2.1 Certification Specifications
Certification Specifications (CS) is a document specifying aerodynamics, engineering
design, construction and performance requirements which must be met before an
aircraft can be legally produced.
CS-23 Small Aeroplanes
CS-25 Large Aeroplanes
CS-27 Small Rotorcraft
CS-29 Large Rotorcraft
CS-E Engines
CS-P Propellers
2.1 Certification Specifications 25 (CS 25)

Generally, any aeroplane not covered under CS 23 will follow CS 25 standards
including any jet -powered large aeroplane.
2.2 Certification of Aircraft Parts
 Many aircraft parts are capable of being used on more than one aircraft.
 It is impractical and costly to require that a brake, for instance, be certified
every time it is installed on a new airplane.
 The Technical Standard Order system is a means to reduce the bureaucracy
and costs incurred.
2.2 TSO SYSTEM – EASA / FAA

 The Technical Standard Order (TSO) system provides the means for
certifying a common device only once.
 It treats the common device as unique entities isolating them from the
type design.
 When a TSO-qualified device is included in the type design, only
substantiation of the installation is required during Type Certification.
 The appliance itself is already certified.
2.2 Accepted Industry Standards
Technical Standard Orders (TSOs) are developed, controlled, and published by

EASA/FAA.
The standards used for TSO certification of devices are normally defined by accepted
industry standards established by such technical organizations as the:
 Radio Technical Commission for Aeronautics (RTCA), Society of Automotive Engineers

(SAE).
 Qualification of a device under a TSO is similar to Type but on a much smaller scale.
 Substantiation data that demonstrate conformity and production capability are
submitted to EASA/FAA for review and approval.
2.2 Design and Production Approval (TSO)
 Once approved, EASA/FAA issues a TSO Authorization.
 This authorization is the design and production approval issued to the manufacturer. It is
not transferable.
 Changes to the device or the manufacturing operations must be documented and the
device requalified by amendment to the TSO Authorization.
2.2 Parts Manufacturing Approval (FAA-PMA)

The FAA may permit certain organisations the approval to reverse engineer and
manufacture some certified aircraft parts.
A fabrication inspection system is required.
2.2 PMA parts for Malaysian Aircraft
The PMA parts may not necessarily have the original type certificate
holder’s endorsement.
The PMA parts may be used as alternative aircraft parts.
 Airworthiness Notice No 73 governs the use of PMA parts for

Malaysian aircraft.
 It is restricted only to FAA certificated aircraft.
 Only PMA parts with export airworthiness approval may be used.
 Acceptability of PMA parts

DEPARTMENT OF CIVIL AVIATION
MALAYSIA
AIRWORTHINESS NOTICE
COPY DCA AN 73
-- No:73_,lssue:-2 _,.I...Page-1------1
Date: 1 October 2002
USE OF FAA·PMA PARTS (PARTS MANUFACTURING APPROVAL) ON AIRCRAFT WITI-I

MALAYSIAN CERTIFICATE OF AIRWORTI-IINESS
1. Introduction
1.1 In the FAA system, Parts Manufacturing Approval (PMA) Is one of the
production approvals granted to manufacturing organizations that want to produce and sell
modification or replacement parts directly to the public for installation on type certificated
products. PMA is unique as it is actually a combination of both production and design approvals. It
also includes installation approval for the PMA parts.
2.The engineering approval of the design of the PMA parts can be granted based on
subsitution by using means ranging from the normal tests and computations method to
reverse engineering. In respect of production, the PMA holder is required to establish a
fabrication inspection system. However. There is no requirement in the FARs for the PMA
holder to have a Quality Assurance Procedures Manual. such a manuals considered
optional.
2.2 Approval Process For TSO Product – CAA Malaysia
Application for the design and manufacture of any TSO product shall be made in writing
to CAAM. The following is required to be submitted by the applicant (minimum):
 Description of the product and its specifications with brief functional
operation of the unit.
 Drawings that reflect size and weight, materials, specials processes, power
supplies, system architecture complete with input and output
specifications.
 The Technical Standards Order (TSO) of the latest revision that is applicable
to the intended product with documentary
 evidence to show compliance.
 Certification Test Plan (CTP).
 Software qualification per RTCA DO 178 or the equivalent EUROCAE
(for JTSO) requirement as applicable
2.2 Test Results (TSO) – CAA Malaysia
 The completed test results shall be signed by the approved person of the organization,
and submitted to CAAM, a Qualification Test Report as a prerequisite for the equipment
approval
 Declaration of Design and Performance (DDP) signed by the approved person shall be
submitted to CAAM.
 The DDP is a declaration that the design of the product is in accordance with the
requirements of CAAM Malaysia.
2.2 Manufacturing (TSO) – CAA Malaysia

 Manufacturing shall be carried out in accordance with Approved Production or
Manufacturing procedures.
 Each unit produced shall be appropriately marked.
 The marking shall consist of at least the part number, serial number and its modification
status.
2.2 Testing (TSO) – CAA Malaysia
 All testing shall be in accordance with the approved CTP and witnessed by CAAM.
 Units being used for testing must be appropriately labeled and parts/components
shall not be cannibalized and reused to make serviceable units.
 Units that have been used for test purposes shall not be allowed to be released to
service
 Tests that are not applicable may be waived and properly justified using a Technical
Justification Report.
2.2 Approved Testers (TSO) – CAA Malaysia
Testing can be carried out;
 by the applicant within the limits of their organization approval.
 by an approved Test House.
 by an unapproved Test House, with prior approval of CAAM.
 CAAM will be required to audit such Test Houses to assess their facility, competency and
procedures.
 CAAM must have access to all facilities and information pertaining to the test.
2.2 Test Results (TSO) – CAA Malaysia
 The completed test results shall be signed by the approved person of the
organization, and submitted to CAAM, a Qualification Test Report as a
prerequisite for the equipment approval
 Declaration of Design and Performance (DDP) signed by the approved person
shall be submitted to CAAM. The DDP is a declaration that the design of the
product is in accordance with the requirements of CAAM Malaysia.
2.2 Manufacturing (TSO) – CAAM Malaysia

 Manufacturing shall be carried out in accordance with Approved Production or
Manufacturing procedures.
 Each unit produced shall be appropriately marked.
 The marking shall consist of at least the part number, serial number and its
modification status.
2.2 Production (TSO)
A Component Maintenance Manual (CMM) is required to support the unit(s) in
service. CAAM must review and agree to the technical content of the CMM.
 It is the responsibility of the organization for the revision and distribution of

the CMM to all its user(s).
2.2 Products Other Than TSO (Product Safety Acceptance)

Application shall be made in writing to CAAM.
2.2 Preliminary Product Assessment (TSO)
 CAAM will make a determination based on a complete product- definition and on
the intended use of the product.
 If the result of this assessment results in a definition that falls within the TSO,
then the approval process for TSO product applies.
 The objective of the preliminary product assessment is to establish a final
product definition will form as the basis for approval.
2.2 Review and Approval

 Product definition and Certification Test Plan (CTP) shall be determined and finalized.
 The applicant shall be informed of any differences or additional information that is
required.
 The established product definition and the CTP shall be the basis for approval.
2.3 AIRWORTHINESS FLIGHT TEST
MCAR Regulations 26 and 27 requires Malaysian registered aircraft to have valid
Certificates of Airworthiness (C of A).
An airworthiness flight test shall be applicable to any Malaysian registered aircraft:
 for the purpose of issuance or renewal of a C of A.
 for the approval of modification which require flight testing.
2.3 Reason for Flight Tests

 Airworthiness Flight Tests are accomplished to establish that the aircraft’s
performance, handling characteristics and systems functionality do not
differ significantly from those similar aircraft that were type certificated.
 CAAM Airworthiness Notices No. 1 and 2 details requirements for the
issuance / renewal of an aircraft’s C of A of which requires a flight test.
 CAAM Airworthiness Notice No. 78 details requirements of the approval
of modification which require a flight test.
2.3 Airworthiness Flight Test Schedule (AFTS)
Airworthiness Flight Test Schedule (AFTS) is a planned flight testing form
that details the ground and flight tests to be accomplished.
2.3 Airworthiness Flight Test Report

Airworthiness Flight Test Report is a report which details the ground and
flight test results.
2.3 Airworthiness Flight Test Schedule (AFTS)

 The AFTS shall be prepared by the Aircraft Operator and submitted
together with a completed CAAM’s Statement of Compliance (SOC) to
enable CAAM to review and approve the AFTS.
 Upon satisfactory review of the Operator’s AFTS, CAAM Airworthiness
Division shall approve the AFTS by endorsing the Statement of
Compliance (SOC).
2.3 Airworthiness Flight Test for Fleet Operators
 An Aircraft Operator having an approved organization quality system may
carry out Airworthiness Flight Testing on 10% of the Operator’s aircraft
fleet.
 A fleet of different aircraft types shall have Airworthiness Flight Testing
carried out on 10% of each of the aircraft types.
 An Aircraft Operator may be required to carry out Airworthiness Flight
Testing exceeding the required 10% if their aircraft performance is
degrading or the Airworthiness Flight Test Report is unsatisfactory.
2.3 Quality Audits By CAAM

An Aircraft Operator shall notify CAAM Airworthiness Division in advance of
airworthiness flight test plans, for example, annually, semi-annually or quarterly
to enable CAAM personnel to conduct appropriate quality audits of
Airworthiness Flight Testing.
2.4 Airworthiness Directives
 Over the life of aeronautical products, defects affecting airworthiness are discovered.
 These result from design conditions not foreseen in the original Product Certification or
manufacturing deficiencies.
2.4 Airworthiness Directives
The Airworthiness Directive (AD) system is the medium for correction for out
of conformity to the Approved Design Standards.
An AD establishes limitations for inspection, repair, or alteration under which

the product may continue to be operated.
They are issued by the National Aviation Authority from either the
 manufacturer’s or
 the airline’s country.
2.4 AD and Type Certificate
Airworthiness Directives effectively alter the original certification of the product.
Thus, an AD against a Type Certificated product becomes a part of the Type Certificate.
The Airworthiness Directives may also be raised due to change in aviation legislations
eg. mandating of TCAS and EGPWS.
2.4 Airworthiness Directive is made up of several parts:

 AD title
 Applicability
 Required compliance action
 Effective dates
 Compliance time
2.4 Compliance time statements
Compliance time is stated in various ways. Typical compliance statements include:
 "Prior to further flight, inspect...“
 "Compliance is required within the next 50 hours time in service after the effective date
of this AD...“
 “Within the next 10 landings after the effective date of this AD... “
 “Within 50 cycles...” to which cycle refers to the complete aircraft / components
operating cycles
 "Within 12 months after the effective date of this AD...“
2.4 Recurring/Periodic AD
 An AD should provide for adjustment of repetitive inspection intervals to coincide
with inspections required by approved maintenance program inspections.
 Any conditions and approval requirements under which adjustments may be allowed
are stated in the AD.
 If the AD does not contain such provisions, adjustments are usually not permitted.
2.4 Alternative Means of Compliance
 Many ADs indicate the acceptability of one or more alternative methods of
compliance.
 Any alternative method of compliance not listed in the AD must be approved by
the certifying Airworthiness Authority before it may be used.
 The alternative method may recommend different actions necessary to address
the unsafe condition.
 It may be stated in the AD itself e.g. an extra repetitive inspection in place of a
mandatory modification
2.4. Reference to Manufacturer’s SB

Manufacturer's Service Bulletins are normally not related to airworthiness.
Incorporation of them is, therefore, not mandatory.
However, when a manufacturer's Service Bulletin is incorporated, by reference, into the
Airworthiness Directive accomplishment instructions the bulletin becomes mandatory.
2.4 CAAM AD Procedures
In CAAM AN4, a Mandatory Inspection and Mandatory Modification is the definition of
Airworthiness Directives.
An aircraft affected by an AD issued by the CEO is illegal to be flown until the prescribed
requirement has been compiled with .
2.4 CAM AD
 For aircraft, engines, propellers or installed equipment for which Malaysia is the
State of Design and the Certifying Authority, CAAM will issue Airworthiness
Directives (AD) which will be known as CAM AD.
 A summary of CAM AD will be issued in the form of an appendix known as
Appendix 2 of AN4 and the CAM AD will have the following numbering system:
S/No – month - year, e.g. 001 - 04 - 997.
2.4 VAM AD
For aircraft, engines, propellers or installed equipment for which Malaysia is the
Validating Authority and the State of Registry, the following will apply:-
 Airworthiness Directives issued by the Certifying Authority or State of
Design of the aircraft, engines, propeller or installed equipment.
 Airworthiness Directives issued by CAAM which be known as VAM AD.
A summary of VAM AD will be issued in AN4 Appendix 3 and the VAM AD will have
the following numbering system:
year S/No
e.g. 1997 - 002.
2.4 UK Manufactured Products
UK Register aircraft are required by law to comply with applicable Airworthiness
Directives (ADs) issued by the UK CAA, EASA, National Aviation Authority (NAA) of
the State of Design.
2.4 UK Manufactured Products

The following
 Those notified in a C.A.A Airworthiness Directive.
 Normally the manufacturers service bulletin or service letter, which has been
annotated with the statement "THIS MODIFICATION/INSPECTION HAS BEEN
CLASSIFIED MANDATORY BY THE DIRECTOR GENERAL".
 Those notified in a C.A.A Emergency Airworthiness Directive
 Those necessary to comply with a mandatory Airworthiness Notice
2.4 Mandatory Requirements For Airworthiness (CAP 747)
CAP 747 is the means by which airworthiness requirements made mandatory
by the CAA are notified.
This document replaces Mandatory Aircraft Modifications And Inspections
Summary (MAMIS) / CAP 476 which was rendered ineffective on September
2004.
2.4 Non-Emergency ADs
 The CAA is responsible for notifying other ICAO Contracting States of
CAA ADs for UK Products not subject to European regulations.
 These are available from the CAA website at www.caa.co.uk/ads.
 EASA is responsible for distributing EASA ADs for aircraft subject to
European regulations, to ICAO Contracting States.
 These ADs are available from the EASA website at www.easa.eu.
2.4 Emergency ADs
 Where urgency dictates that a short timescale is required to address
an unsafe condition, the CAA, EASA or NAA will issue an Emergency
Airworthiness Directive (EAD).
 All EADs for affected UK-registered aircraft are published by the CAA
on its website at www.caa.co.uk/eads.
 EADs will be available for download for a period of two months from
the date of publication and will then be removed.
 EADs issued by the CAA will have been incorporated into CAP 747
before they are removed
2.5 Technical Log ( Journey Log )MCAR 2016 Reg 160
 A technical log shall be maintained in respect of a Malaysian aircraft if in
relation to such aircraft a certificate of airworthiness in either the transport
or in the aerial work category is in force.
 This is stated in Regulation 160 of the MCAR.2016
2.5 General Rules
At the end of every flight by an aircraft, the commander of the aircraft
shall enter:
 the times when the aircraft took off and landed.
 any defect which affects the airworthiness of the aircraft, or if no
such defect, an entry to that effect (NIL DEFECTS) shall be made .
 such other particulars in respect of the airworthiness or operation
of the aircraft as CEO may require, in a technical log.
The commander shall sign and date the entries.
2.5 General Rules
In the case of a number of consecutive flights, each of which begins and ends;
 within the same period of twenty-four hours;
 the same aerodrome, except where each such flight is for the purpose of dropping or projecting
any material for agricultural, public health or similar purposes; and
 with the same person as commander of the aircraft, he may except where he becomes aware of
any detect during an earlier flight,
 make the entries as aforesaid in a technical log at the end of the last of such consecutive flights.
2.5 Basic Technical Log / AJL Requirements

The Technical Log shall contain the following:
A Title Page with the registered name and address of the Operator, the aircraft type and
the full international registration marks of the aircraft;
A valid Maintenance Statement CRS-SMI/ BMR of the next inspection due,
A readily identifiable section containing sector record pages.
A readily identifiable section containing acceptable deferred defect record pages.

2.5 General Rules
In the case of a number of consecutive flights, each of which begins and ends;
 within the same period of twenty-four hours;
 the same aerodrome, except where each such flight is for the purpose of
dropping or projecting any material for agricultural, public health or similar
purposes
 with the same person as commander of the aircraft, he may except where he
becomes aware of any detect during an earlier flight,
 make the entries as aforesaid in a technical log at the end of the last of such
consecutive flights.
2.5 Basic Technical Log /AJL Requirements
Each sector record page shall be pre-printed with the Operator’s name and page
serial number and shall make provision for recording:
 The aircraft type and registration mark
 The date and place of take-off and landing
 The times at which the aircraft took off and landed
 The running total of flying hours
 Particulars of any defect or, nil defect
 A Certificate of Release to Service in respect of any work carried out for the rectification of
defects
 The arrival fuel state
 The quantities of fuel and oil uplifted, and the quantity available in each tank, or combination
of tanks, at the beginning of each flight
 Provision for pre-flight and daily inspection signatures
 The times when ground de-icing was started and completed
 The date and signature of the Commander

2.5 Basic Technical Log Requirements
The pages of the section containing acceptable deferred defect records shall be
pre-printed with the Operator’s name and page serial number and shall make
provision for recording the following:
 A cross-reference for each deferred defect such that the original defect
can be clearly identified in the sector record page section;
 The original date of occurrence of the defect deferred;
 Brief details of the defect;
2.5 Retention of Records
 The technical log/AJL including any MR issued shall be carried in the aircraft
as required and a copy shall be kept on the ground.
 In the case of an airplane > 2,730 kg MTWA
 or a helicopter, which is not reasonably practicable for the copy of the
technical log to be kept on the ground,
 it may be carried in the airplane or helicopter, in a container approved by the
Director General for that purpose.
 A technical log/AJL or such other approved record required by MCAR shall be
preserved as per CAR 2016 Reg 163 .
 Adequate arrangements shall be made to extract information recorded in the
Technical Log /AJL for use by the Maintenance Organisation and Component
Overhaul Organisation.
2.5 Deferred Maintenance
With redundancy designed into airplanes, operation of every system or installed
component is not necessary when the remaining operative equipment provides
an acceptable level of safety.
The MEL and CDL allow operations with certain items, systems, equipment,
instruments or components inoperative or missing
2.5 Deferred Maintenance
 The Minimum Equipment List (MEL) is a document established by the
operator and approved by National Authorities of the operator.
 The Configuration Deviation List (CDL) is a document approved by the
Airworthiness Authority having certified the aircraft.
 The CDL is included in the Aeroplane Flight Manual.
2.5 MEL
 The MEL provides the means to release an airplane for flight with
inoperative equipment.
 The intent is to permit operation for a limited period until repair or
replacement of the defective equipment can be accomplished.
 It is important that repair be accomplished at the earliest opportunity.
 The pilot in command has the final authority and may require that any
item covered by the Minimum Equipment List be repaired before flight.
2.5 Operator MEL
 Operator's MEL is developed on the base of manufacturer’s Master MEL
(MMEL) and customised by the operator as a function of its own
operational policies and national operational requirements.
 MMELs are not intended for operating use. Rather they act as the source
document from which an individual operator's MEL is developed.
 An individual operator's MEL when appropriately authorized permits

operation with inoperative equipment for those aircraft listed in his
Operations Specifications.
2.5 MEL Objectives
The Operator’s MEL is developed to satisfy;
 MMEL
 Manufacturer’s recommendations
 Operator’s company Standards and Policies
 Operator’s general company procedures
 Operator’s Flight Operations procedures
 Operator’s Maintenance procedures.
 Operator MELs will frequently differ in format and content from the MMEL but they
cannot be less restrictive.
2.5 MEL Objectives

Operators are responsible for exercising the necessary controls to ensure timely
clearance of deferred items.
Suitable conditions and limitations in the form of placards, maintenance procedures,
crew operating procedures, and other restrictions must be specified.
In operating with multiple inoperative items, the interrelationships between those items
and the effect on airplane operation and crew workload must also be considered
2.5 MEL Repair Interval
 The MEL is not intended to provide for continued operation of an aircraft
for an unlimited period of time.
 Repairs should be made as soon as possible within the time limit
imposed by Rectification Intervals.
10.2.5 Master MEL
2.5 MEL Repair Categories
Rectification Intervals (A, B, C, and D) have been introduced in accordance with
definitions of JAR
-MMEL/MEL:
 Category A - Items must be repaired within the interval stated in the operator's
approved MEL.
 Category B - Items must be repaired within 3 consecutive calendar days, excluding

the day the malfunction was recorded in the logbook/AJL.
 Category C - Items must be repaired within 10 consecutive calendar days,

excluding the day the malfunction was recorded in the logbook/AJL.
 Category D - Items which are in excess of regulatory requirements. They are not
required by the MMEL. These must be repaired within 120 consecutive calendar
days, excluding the day the malfunction was recorded in the logbook/AJL.
2.5 MEL Repair Extension
 Dispatch of the aircraft is not allowed after expiry of the Rectification Interval specified
in the MEL unless the Rectification Interval is extended.
 A one time extension of the applicable Rectification Interval B, C, or D, may be
permitted for the same duration as that specified in the MEL provided:
 A description of specific duties and responsibilities for controlling extensions is
established by the operator, and
 The Authority is notified within 10 days of any extension authorized
2.5 Approval Of Operator MEL

When reviewing the proposed MEL, the Airworthiness Authority will check for the following:
Nothing is contained in the MEL that is less restrictive than the MMEL.
Nothing contradicts the Approved Airplane Flight Manual
Nothing violates any limitations and conditions stipulated by ADs issued against the aircraft
Operations and Maintenance procedures required by the MMEL are adequate
A defined management control process for administration of the MEL
2.5 MEL Approval Process
The MEL shall be prepared by the Operator and shall be more restrictive than the
approved MMEL.
The Operator shall submit two (2) copies of the MEL to CAAM Airworthiness Division for
review and approval.
Upon satisfactory review of the Operator’s MEL, CAAM Airworthiness Division shall
approve the MEL by endorsing the MEL’s List of Effective Pages (LEP).
2.5 Amendment of Minimum Equipment List

 Amendments of MEL arising from MMEL revisions, aircraft manufacturer’s
revisions, CAAM directives or Operator’s revisions shall be submitted in two (2)
copies (inclusive of amended LEP) for CAAM Airworthiness Division’s review and
approval.
 Upon satisfactory review of the Operator’s MEL amendment, CAAM Airworthiness
Division shall approve the MEL amendment by endorsing the MEL’s List of
Effective Pages (LEP).
2.5 Contents of MEL
The Operator’s MEL shall contain the following:-
 List of Effective Pages (LEP)
 Preamble, including statement on the incorporation of latest MMEL revision
 Table of Contents
 Explanation of abbreviations/symbols
 Policy/Procedure to defer MEL defects
 Air Transport Association (ATA) specification numbering Repair categories / interval.
2.5 Deferral Procedures

 Once it has been determined that an item is deferrable, a decision is made to defer or fix it.
 This normally involves, at the minimum, station maintenance personnel and the pilot in command.
 In many instances flight dispatch, maintenance engineering, and a central maintenance control or
quality control organization will be a party to the decision.
 Some airlines designate, in the body of their MEL, specific individuals or organizations that
have deferral authority for each item listed in their MEL.
2.5. Deferral Procedures
After the decision is made to defer, station maintenance personnel will:
 Properly secure the deferred item.
 Appropriately, placard the cockpit.
 Clear the aircraft log/AJL by transcribing the item to a deferred log.
 The deferred log is carried aboard the airplane.
 Notify the record-keeping function within the airline, thus ensuring that the item is
properly tracked and scheduled for later repair.
 Notify dispatch and/or the pilot in command that the item is deferred.
Notify other organizations within maintenance affected by the deferral; eg, main base
stores, line station maintenance, central maintenance control.
Dispatch and/or the pilot in command shall, as appropriate.
2.5 Configuration Deviation List (CDL)
 Normally these will be access doors, fairings and non-structural parts.
 Absence of these parts do not adversely affect the basic aircraft handling
and performance and are not considered as airworthiness items.
 Configuration Deviation List (CDL) is a means of releasing the aircraft
with items missing from aircraft standard design configuration.
 During the course of operation, certain secondary airframe or engine
parts may be missing from the aircraft.
 Determination of items is done during type certification itself i.e. they
have been flight tested during certification.
 The CDL is a part of the Approved Flight Manual.
2.5 Handling CDL Items
 Rectification Interval does not exist for the CDL items but not allowed to be left unrepaired for
an unlimited period of time.
 Decision for repair is under the operator responsibility.
 Every effort should be made to maintain 100 % serviceability with rectification being
initiated at the first practical opportunity.
 An aircraft must not be dispatched with multiple MEL/CDL items inoperative without the
Commander having first determined that any interface or interrelationship between
inoperative systems or components will not result in a degradation in the level of safety
and/or undue increase in crew workload.
 In case of defect, engineering personnel will certify in the Technical Log/AJL, adjacent to
the appropriate defect, the MEL / CDL subject title, system and item number together with
any operational limitations.
 When applicable, operational flight plan, take off and landing performance and fuel
requirement penalties must be taken into account due to inoperative equipment or
component.
2.5 Handling CDL Items
When a CDL item is rectified,
engineering personnel should enter in the Technical Log / AJL identifying the item and details of
the rectification, including a statement that a statement that the CDL item has been removed .
2.5 CDL
2.5 Dispatch Deviation Guide (DDG)
 With increasing complexity of aircraft and its systems, airlines reliance on the
manufacturer guidance for maintenance and flight operations matters has increased.
 Frequently it involves tricky MEL/CDL matters.
 With the advent of glass cockpit aircraft, the fault messages generated by the cockpit is
now tagged along with possible defect, defer and troubleshooting advice.
 DDG is produced to help the airlines in this respect.
2.5 Dispatch Deviation Guide (DDG)

 The DDG is a guide prepared by the manufacturer to assist operator in:
 Developing flight operation and maintenance procedures associated with the
MEL Guidance with regards to CDL items
 It is advisory in nature and is NOT a legal document as it is only intended as a
guide.
2.6 Maintenance, Repair and Overhaul Manual
 Manuals containing information necessary for the maintenance, overhaul and repair of
aircraft, including engines and auxiliary power units, propellers, components, accessories
and instruments shall be provided by the constructor/manufacturer/Type Design
Organisation for the aircraft to be granted a Certificate of Airworthiness.
 Manuals, published by an Approved Organisation, must bear a statement that they comply
with FAA OR EASA
 A copy of each certified manual must be lodged with the CAAM.
 Statement of Initial Certification signifies CAAM’s approval of the manuals. Engine, auxiliary
power unit and propeller constructors and manufacturers of other components
 shall provide the aircraft Type Design Organisation with certified manuals which relate to
those of their products installed in the aircraft.
 In the case of approved products, the certified manuals shall be provided by the
manufacturer, or produced by the aircraft Type Design Organisation in collaboration with
the manufacturer
 All manuals shall be adequately illustrated and include such instructions and information
considered necessary to meet the requirements of Continued Airworthiness.
2.6 Maintenance, Repair and Overhaul Manual
Manuals conforming to Air Transport Association of America – Specification No.100
would be acceptable as a basis for compliance.
2.6 ATA Specification No.100

ATA Specifications 100 has been adopted as a global standard with regards to Engineering
Manuals Specifications and followed by all aircraft and parts manufacturer.
The intentions of the Specification are:
 To clarify the general requirements of the airline industry with reference to
coverage and preparation of technical data.
 To provide an airline with all necessary data for the operation, maintenance,
overhaul, repair of aircraft, engines and equipment.
 To permit maximum usage without the necessity of rewriting to meet individual
airline requirements.
 To standardise manual layout, format of manuals Specify Revisions Procedures
for the issue of Service Bulletin
Group Chapter
Numbers
Aircraft General 1 -19
Aircraft Systems 20-49
Structures 50-59
Propellers/ Rotor 60-69
Power Plant 70-89
2.6 ATA Specification No.100

Each chapter is arranged alphabetically in a group and is divided into sections and then further
sub-divided into designated subjects by a "dash number".
Example : ATA 24 – 21 – 08
24 21 08
Chapter/ Sys- Section/ Sub- Subject/
tem system Topics
(Electrical (Main Generation) (Voltage
Power) Regulator)
2.6 Exit and Break-In Markings (CAR 2016 Reg 95,96 )
Malaysian aircraft flying for the purpose of public transport and carrying passengers
must ensure all exits and internal doors are in working order.
During takeoff and landing and during any emergency, all exits and doors must be free
of obstruction and not be locked to prevent, hinder or delay its use by passengers.
Every exit from the aircraft shall be marked with instructions in the national language
and English language and with diagrams, to indicate the correct method of opening the
exit.
2.6 Markings and Locations

The markings of the exit shall be placed on or near the inside surface of the door or
other closure of the exit
if it can be opened from the outside of the aircraft, on or near the exterior surface.
Every exit from the aircraft, which is intended to be used by passengers in normal
circumstances, shall be marked with the words "Keluar" and "Exit" in capital letters
Every exit, to be used by passengers in an emergency only, shall be marked with
the words
"Pintu Kecemasan“ and "Emergency Exit" in capital letters.

2.6 Break-In Areas ( CAR Reg 96)
The words "Pecahkan Ketika Kecemasan" and "Cut Here in Emergency" shall be
marked across the center of each break-in area in capital letters.
2.6 Emergency Exit Exterior Markings

Aircraft with the authorized maximum total weight exceeds 5,700 kg, every exit from
such an aircraft intended to be used by passengers in an emergency shall be marked
upon the exterior of the aircraft by a band outlining the exit.
2.6 Inoperative Exits (CAR Reg 95 item 4 )
If any of the exits are inoperative, the number of passengers may be reduced with
regards to the seats closest to the inoperative exits.
The seating position and the number of seats affected is as agreed by CAAM.
The inoperative exit is fastened by locking or otherwise, the words "Keluar" and "Exit"
or "Pintu Kecemasan" and "Emergency Exit" are covered and the exit is marked by a red
disc with a horizontal white bar across it bearing the words "Dilarang Keluar" and "No
Exit" in red letters.
2.6 MAINTENANCE
Maintenance is defined as the performance of tasks required to ensure the
continuing airworthiness of an aircraft, including any one, or a combination of:
 overhaul,
 inspection,
 replacement,
 defect rectification
 the embodiment of a modification or repair.
In the Certificate of Airworthiness, the statement

“… is considered to be airworthy if maintained and operated in accordance
with… “
implies that maintenance is the other important part of Airworthiness.
2.6 Aims of Maintenance
The objectives of scheduled maintenance are to
Ensure safety and reliability of aircraft
Restore safety and reliability that was lost by deterioration
Obtain sufficient necessary to improve items with inadequate target reliability
Accomplish these goals at minimum costs including maintenance and costs of resulting failure
2.6 Reasons for Maintenance

An aircraft is delivered to the airlines along with the Approved Maintenance Schedule/.
Deterioration of the aircraft due to use and time factor cannot be avoided.
If it is allowed to remain unchecked, will lead to non-conformity of its Type Certificate
conditions.
Or it may even lead to hazardous as well as a catastrophic event.
2.6. Failure management
Aircraft are built to fail-safe philosophy (no single failure may cause a hazardous
flight conditions).
Normally MEL/CDL is part of that philosophy.
 Design improvements are another.
To maximise aircraft dispatch, a strategy incorporating both design and
maintenance management
2.6. Redundancy and Fault Tolerance

Systems are designed to be:
Multiple redundant
Fault tolerance, fail-safe, fail-passive and beyond the design certification
requirements
2.6 Fault Tolerance
Fault Tolerance is a system’s ability to work satisfactorily without degradation
in performance, with a certain number of faults present.
It depends on the number of redundancy, but at least two or more faults must
occur before failure
Fault tolerant systems generally:

Contain at least a spare subassembly in excess of certification requirement
Provide very good fault detection / isolation capability
Automatically configure themselves without any noticeable cockpit effects
when faults are detected internally providing fault-free operation
2.6 MAINTENANCE PROCESSES
Maintenance programmes and processes control the maintenance activities
of the airline and its fleet of aircraft.
There are three primary maintenance processes:
 Hard Time,
 On-Condition and
 Condition Monitoring.
Hard Time and On-Condition both involve actions directly concerned with
preventing failure,
2.6 Hard Time

This is a life-based concept.
It assumes that reliability decreases with increased operating age.
This is a preventative process in which known deterioration of an Item is limited to
an acceptable level by the maintenance actions, which are carried out at periods
related to time in service.
2.6 Calendar Time/Number of Cycles
Hard time applies a fixed time and/or cycles (e.g. calendar time, number of cycles, number
of landings) that an item is permitted to operate.
Upon reaching the limit it must be overhauled or replaced (discarded). Items selected for
hard time should be limited to:
 Simple items subject to only one failure mode
 Components or assemblies which have definite life limits (for example, metal fatigue)
or whose failure could have a direct adverse effect upon safety if they malfunctioned
in flight
2.6 Maintenance Actions

The actions normally include Servicing and such other actions as Overhaul, Partial
Over- haul, replacement in accordance with instructions in the relevant manuals
The Item concerned (e.g. system, component, portion of structure) is either replaced
restored to a condition that can be released for service for a further specified period.
2.6 On Condition
This is a preventative process in which the Item is inspected or tested at specified periods in
order to determine whether it can continue in service.
The fundamental purpose of On-Condition is to remove an Item before its failure in
service. It is not a philosophy of 'fit until failure' or 'fit and forget”.
On condition adopts repetitive inspections or tests that detect potential failures.
These tests call for the removal or repair of individual components "on the condition" that they
do not meet a defined standard of performance
2.6 Determining Serviceability

Determination of continued airworthiness may be made by:
visual inspection,
measurements, tests,
other means without a teardown or overhaul.

The checks are performed within the time limitations prescribed for the inspection or check.
On-condition maintenance can involve bench tests and is not restricted to on-wing inspections.
The checks seek out physical evidence of reduced resistance to the failure mode.
Until that evidence is present, units remain in service
2.6 Condition Monitoring
 This is not a preventative process.
 Information on Items are gained from collected operational experience.
 It consists of observing deterioration of a component or system as it trends toward
failure.
 The information is analysed and interpreted on a continuing basis. Operating
parameters of the device indicate deterioration or wear.
 When the device indicates deterioration or wear, corrective procedures are then
implemented.
 The process applies to items that show deterioration over time.
 Collecting and interpreting these data “monitors the condition" of the device.
2.6 Benefits with High Cost Items
Condition monitoring is best exemplified by engine condition monitoring.
Parameters such as altitude, mach number, inlet pressure and temperature, N1 and N2, burner
pressure, and EGT are collected.
These gas path data are normalized and plotted against time. They are compared against known
specific deterioration patterns.
These are coupled with oil sample and vibration analyses.
 Accurate identification of incipient failures will allow economical repairs before extensive and costly damages take place.
 It is most beneficial with high-cost items such as engine components.

 ETOPS-type of operations is heavily reliant on Condition Monitoring for its continued operation.
2.6 MAINTENANCE PROGRAMME
Based on the maintenance processes, the activities are grouped together as a
maintenance programme.
It covers the whole spectrum of aircraft operation.
Any maintenance that arises from scheduled maintenance is called unscheduled
maintenance. The maintenance programme is developed concurrently during type
certification. The parent document that results is the Maintenance Planning Document
(MPD).
2.6 Primary Methods in Developing Maintenance Programme

There are two primary methods in which the maintenance programme is developed:
1. Hard Time methodology for pre1980 certified aircraft.
2. MSG-3 Condition Monitored Maintenance for post 1980 certified aircraft.
2.6 Hard Time Methodology
The manufacturer will analytically determine the maintenance processes required
by each aircraft part, component and powerplant, and group them into:
1.Hard Time,
2.On-Condition, or
3.Condition Monitoring items
Hard Time items are where :

 the item is subject to wear or deterioration, and its failure has direct adverse
effect on airworthiness
 there is a 'hidden function‘, i.e. components that does not give any cockpit
indications of its operational status;
 wear or deterioration is so much, it makes a time limit economically desirable.
 component condition or 'life' progression sampling is practised.
2.6 Hard Time Methodology
On-Condition items are:
Where an inspection, or test of an Item to a prescribed standard (frequently in-
situ) will determine the extent of deterioration, and hence the 'condition', i.e.
any reduction in failure resistance.
Condition Monitoring items are:

Where a failure of an Item does not have a direct adverse effect on operating
safety, and where Hard Time and On-Condition processes are not prescribed
Items have no adverse age reliability relationship, identified as the result of
analysis of the data arising from a formalized monitoring procedure or
programme.
2.6 SCHEDULED MAINTENANCE PROGRAMME (MSG-3)
The Hard Time methodology is very expensive and did not significantly
improve maintenance.
Consequently, Condition Monitored Maintenance is currently preferred.
Standards adopted are formally known as MSG-3.
2.6 SCHEDULED MAINTENANCE PROGRAMME (MSG-3)

 The “Maintenance Steering Group” (MSG-3) process develops the initial scheduled
maintenance requirements for new aircraft and/or engines through the use of logical
analysis and decision processes.
 It has industry and Airworthiness Authority participation through the:
2.6 Industry Steering Committee (ISC)
Establishes policy, supports, and manages the activities of the Working Groups (WG).
Members are composed of:
 representatives from the initial customers of the aircraft
 the airframe and engine manufacturers.
It coordinates activities with:
 the certifying Airworthiness Authority,
 foreign regulatory agencies, and the manufacturers
2.6 Industry Steering Committee (ISC)

 It represents the interests of the airlines to the manufacturer and the regulatory agencies.
 It documents working group proposals into a unified maintenance inspection plan
(Draft MRB Report) and submits it to the Maintenance Review Board.
The committee gets administrative and facilities support from the manufacturer.
2.6 Maintenance Working Groups

o Working groups identify and analyze maintenance significant items, beginning with the original list
prepared by the manufacturer.
o The number of groups is determined by the steering committee.
2.6 Maintenance Programme Development Process Flow
1-5 Years
Final TC
Establish ISC Rollout Board Meeting Type Certificate
Airplane Design. Development. Tests. Data Submittal. Review and Certification.
Convene MRB AFM, TCDS &

MRB Approved
ISC develops Policy &
Define
Procedure manual
description,
operation &
function of all
elements. Establish working groups
Identify MSI
Train working groups in MSG-3 and airplane
Familiarization
training materials Working groups review manufacturer’ data
Failure Mode and

Working groups define tasks, intervals and zonal inspection criteria
Effects analysis
Preliminary MSG
3 systems and SC prepares & submits
powerplant analysis Maintenance Plan Proposal to FAA
Preliminary MSG
structure systems Airplane Maintenance Planning Document
analysis
Preliminary MSG Airline adds airplane to Operating Certificate

zones analysis
Manufacturers and Vendor Maintenance Documents

2.6 Manufacturer's Involvement
Participates as a member of the various working groups.
 Provides information on the component, systems, and structures design:
 Identification of an initial Maintenance Significant Items (MSI) list
 Definition of the function, operation, and unique features of the design
 Provision of failure analyses (including cause/effect), reliability data
 Preparation of initial MSG-3 analysis (maintenance limits, tasks and intervals)
 Preparation of training materials and presentation familiarization classes for the
working groups and ISC
2.6 Regulatory Agency Representatives

The Aviation Authority observers offer guidance and participate in the work of the
steering committee and working groups.
They are members of the certifying Aviation Authority Maintenance Review Board (MRB).
Representatives from foreign regulatory agencies such as the FAA/JAA also directly participate
in the process.
2.6 Airline Representatives
The airline representatives bring the airline maintenance expertise and perspective to
the analysis.
Specialists in systems, structures, and components are members of the working groups.
They participate in the MSI analysis offering guidance, including recommendations for
specific tasks and inspection methods.
Maintenance Significant Item (MSI)

Is an item whose failure or malfunction could have one or more of the following effects or
characteristics:
 affect safety on the ground or in flight,
 be undetectable during operations,
 have significant operational economic impact,
 have significant non-operational economic impact.
2.6 MSI Analysis
MSG-3 defines a methodology called decision tree logic.
It is organized to uncover evident and hidden failures and to separate safety related
to economic failure in the design.
 Safety-related items - Any system or component malfunction that results in the
loss of airworthiness is by definition safety related.
 Potential economic impacts - The analysis examines such issues as high initial
design cost, high manufacturing cost, high ownership cost, high maintenance cost,
premature removal rates, significant access problems, potential for mechanical
dispatch delays.
 The maintenance tasks are decided after the MSI analysis has been done on the
complete aircraft, parts, components and its engines.
2.6 Task Interval Definition
 Airplane designs assume a specific utilization and flight spectrum.
 The MSI analysis uses these numbers when developing the task intervals.
 Measurements used when specifying maintenance intervals are:
 accumulated flight-hours, calendar time,

 number of system operating cycles,
 the numbers of landings.

 Aircraft utilization is a significant element in determining when an
inspection or maintenance task is performed.
2.6 Cycle-Influenced Items
The number of cycles per flight-hour affects the inspections and maintenance.
Short flights incur more flight cycles.
Cycle-influenced items include landing gear, wheels, tires and brakes, leading,
and trailing edge devices.
Flight cycles are the principal determinants of structural inspection items.
They impart stresses and loads on the structure resulting in fatigue.
These include gust and maneuvering loads and pressurization loads.
Engines are affected by the number of thermal cycles to which they are exposed,
particularly the application of takeoff power
2.6 Time-Influenced Items
 Items subjected to operating wear and deterioration are related to the
operating hours they experience.
 Typical examples include systems and components installed in the airplane.
 Some items deteriorate not from use but merely the passage of time.
 These items are related to calendar time rather than airplane use;
an example is emergency equipment.
2.6 Maintenance Recommendations
The product of the working groups' activities is a recommended list of inspection, check tasks,
and check intervals.
Inspection intervals may be expressed as flight time, calendar time, takeoff/landing cycles, and
pressurization cycles as may be appropriate to the item analyzed.
2.6 Maintenance Recommendations

The maintenance inspection recommendations are assembled into a document called the Maintenance
Requirements and Review Proposal.
The ISC prepares, after considering the working group proposals, a draft MRBR.
Systems
MWG(s)
To provide PPH and

direct MWG activities
tn
Maintenance Wnrklnn
To select/adjust
systems tasks and
intervals
Zo nal ..
Validatio n
MWG
Maintenance Working Group
PPH
Policy and Procedures handbook
Structure
MWG
Maintenance Working Group
2.6 Maintenance Review Board
This draft is then reviewed by the MRB Chairperson and his/her advisors.
2.6 Maintenance Review Board
The MRBR outlines the initial minimum maintenance requirements to be used in the
development of an approved maintenance programme for the aeroplane.
The MRBR becomes the basis for the first issue of an air operator’s initial maintenance
programme.
2.6 MAINTENANCE CHECKS
With the MRB Report finalised, the maintenance programme for the aircraft is approved
by the certifying Airworthiness Authority.
the MRB only defines the basic type configuration, it will not cover buyer furnished
items such as customised avionics package and in-flight entertainment systems.
Another document is needed before a complete maintenance programme can be
derived.
2.6 Maintenance Planning Document

The aircraft manufacturers produce the Maintenance Planning Document (MPD).
It supplements the MRB and is advisory.
It includes buyer furnished equipment and is customised to suit the airline’s fleet.
Some manufacturers will also include information from Service Bulletins, Service
Letters and other sources.
2.6. Materials inserted into the MPD
Included in the MPD are:
 Maintenance labour-hours estimates for tasks
 Facilities and tooling recommendations
 Recommended optional maintenance tasks
 Administrative process and planning information, including packaging methods
2.6 Airline Maintenance Programme

A scheduled maintenance program is constructed from
1. the MRB report and
2. the materials contained in the MPD
Some airlines build their maintenance programmes around the MPD

2 .6 Process Flow Chart
2.6 Task Cards

The smallest unit in a maintenance programme is a task.
These individual tasks are printed on individual card for action by the maintenance crew.
Task cards translate individual maintenance work into specific task instructions to be
followed by certifying staff when performing work.
2.6 Certified Task Cards
They provide space for individual sign-off by the certifying staff. They are a part of
the aircraft maintenance record.
2. 6 Routine and Non-Routine Tasks
Task cards are divided into two categories, routine and non-routine.
Routine cards are those tasks defined by the inspection program. They come from the
scheduled maintenance program.
Non-routine discrepancy cards document discrepancies discovered during the conduct
of a given inspection or other maintenance activity.
They are ad hoc word instructions addressing the specific repair task to be
accomplished.
2.6 Flight Defects

 Deficiencies discovered during flight are not recorded on non-routine cards.
 The pilot records it in the aircraft technical logbook/ AJL or the cabin crew enters
them in the cabin log.
2.6 SCHEDULE MAINTENANCE PACKAGE
 After all the required task cards have been generated, the maintenance programme
can now be packaged to suit the airline and its operation.
 The airline’s local Airworthiness Authority must approve this package before use.
 These packages will change during the service life of the aircraft due modifications and
 service bulletins items.
 Any change to it must also have the Airworthiness Authority approval. These will result
in additional maintenance tasks.
2.6 Block Maintenance

Scheduled maintenance tasks are grouped into work packages known as blocks.
The exact nomenclature, composition, numbers, and sequencing of blocks varies between
operators.
2.6 Simplifying Checks
The intent of a package is to level the workload, minimize airplane time out of service, and
simplify the control of the tasks.
Regardless of the means by which the tasks are packaged, all the required work defined
2.6 Routine and Non-Routine Tasks
Task cards are divided into two categories,
routine and
non-routine.
•Routine cards are those tasks defined by the inspection program.
•They come from the scheduled maintenance program.
•Non-routine discrepancy cards document discrepancies discovered during the conduct
of a given inspection or other maintenance activity.
•They are ad hoc word instructions addressing the specific repair task to be accomplished.
2.6 Flight Defects

Deficiencies discovered during flight are not recorded on non-routine cards.
The pilot records it in the aircraft technical logbook/ AJL or
the cabin crew enters them in the cabin log.
2.6 Check Cycle Blocks
A typical block is shown. Each block is a multiple of the next higher block
Flight Time
10 80 40 1600 16000
(Hours)
Flight Time
0
(Hours)
CHECK LEVEL PREFLIGHT “A” CHECK “B” CHECK “C” CHECK “D” CHECK
PREFLIGHT “A” CHECK “B” CHECK “C” CHECK
PREFLIGHT “A” CHECK “B” CHECK
PREFLIGHT “A” CHECK
PREFLIGHT
2.6 Check Cycle Blocks
REMARKS:
CHECK TYPE NUMBER MAN- A/C DAILY FLYING APPROXIMATE OUT OF 1. THE HIGHER CHECK ALWAYS INCLUDES THE
IN CYCLE HOURS UTILIZATION DAYS PER CHECK SERVICE TIME LOWER CHECK.
YEAR OCCURANCE PER CHECK
2. BLOCK MAINTENANCE ADDRESSES
INSPECTIONS OF THE AIRFRAME AND
INSTALLED SYSTEMS.
PREFLIGHT 1600 2 8 240 DAILY 1 HOUR
3. INDIVIDUAL COMPONENT MAINTENANCE IS
NOT INCLUDED
4. REPAIR OR REPLACEMENT ARISING FROM

A 200 8 2/MONTH 1 SHIFT INSPECTIONS IS NOT INCLUDED.
5. “A”. QUICK OPENING DOORS, SERVICING,

DETAIL WALKAROUND.
B 40 36 3/YEAR 1-1.5 SHIFTS 6. “B”. COWLS, ACCESS PANELS, COMPARTMENT

DOOR OPENED LUBRICATION, FILTER
CHANGES, OPERATIONAL CHECKS.
10 450 1 YEAR 10-12 SHIFTS 7. “C”. MAJOR ACCESS PANELS AND FAIRINGS
C REMOVED, SYSTEM TEST, CORROSION
CONTROL, LUBRICATION.
8. “D”. MAJOR STRUCTURAL INSPECTIONS, NOT

D 1 1500 8 YEARS 15-18 SHIFTS WORK, INTERNAL STRUCTURE.
2.6 .Maintenance Check
A block of maintenance work is called a check. These checks are divided
into:
 Service checks
 Letter checks
 Phased checks
 Calendar checks
2.6 Service Checks

These are the lowest levels of scheduled check.
They may be called:
 post-flight,
 maintenance pre-flight,
 service check,
 overnight,
 number 1,
2. 6 Service Checks
They are cursory visual inspections of the aircraft to look for obvious damage
and deterioration, checking for:
"general condition and security" and
review the aircraft log for discrepancies and corrective action.
The accomplishment of the daily check requires little specific equipment,

tools, facilities, or special skills.
It is a basic validation that the airplane remains airworthy.
Usually this check will be accomplished every X number of days or flight
hours.
2.6 Letter Check
Letter checks begin to open the airplane for more detailed inspection and test.
Each different letter check, A through D, is more detailed requiring more time,
special tooling, special equipment, and specialists to accomplish.
The C and D checks are frequently referred to as the heavy checks.
The content of each lettered check will not necessarily be the same, each time it
is performed.
For example, a check item in a C check has a large interval attached to it.
This item therefore will be scheduled for, say, only every second, third, or fourth
C check.
For example a ‘2C Check’ equals the basic ‘C Check’ plus those defined X-hour
items accomplished every other C check.
2.6 A Check
This lettered check is the next higher level of scheduled maintenance after the Service Check.
It is accomplished at a designated maintenance station in the route structure or at the main maintenance
base. The check includes:
 the daily check.
the opening of access panels to check and service certain items of equipment, which are scheduled at the
A check interval.
Some limited special tooling, servicing, and test equipment are required.
2.6 Examples of A Check items

Examples of A check items include:
General external visual inspection of aircraft structure for evidence of damage, deformation, corrosion,
missing parts
Crew oxygen system pressure check
Emergency lights operational check
Nose gear retract actuator lubrication
Parking brake accumulator pressure check
Proper operation of master warning and caution verification
And various tests using onboard BITE checks
2. 6 B Check
This is a slightly more detailed check of components/systems.
Special equipment and tests may be required.
It does not involve detailed disassembly or removal of components.
 Contemporary maintenance programs do not use the B check interval.
The tasks formerly defined for this interval have been distributed between
the A and C checks.
2.6 C Check
 Known as a heavy check.
 Accomplished at the main maintenance base of the airline where specialized
personnel, materials, tooling, and hangar facilities are available.
 This is a detailed check of individual systems and components for
serviceability and function.
 This check requires detailed inspections and checks; a thorough visual
inspection of specified areas, components, and systems; and functional
checks of specified components and systems.
 It is a high-level check that involves extensive tooling, test equipment, and
special skill levels.
The C check includes the lower checks, that is, the A check and the daily
check.
2. 6 Examples of C check items
 General external visual inspection of aircraft structure for evidence of
damage, deformation, corrosion, missing parts
 Crew oxygen system pressure check
 Emergency lights operational check
 Nose gear retract actuator lubrication
 Parking brake accumulator pressure check
 Proper operation of master warning and caution verification
 And various tests using onboard BITE checks
2.6 D Check
The D check, also known as the structural check, includes detailed visual and other
non- destructive test inspections of the aircraft structure.
Involves detailed inspection of the structure for evidence of corrosion, structural
deformation, cracking, and other signs of deterioration or distress
Structural checks involve extensive disassembly to gain access for inspection.
Structural checks are worker hour and time intensive.
D checks are missing from most MSG-3 initiated programmes.
These check items have been distributed among the C check packages.
2.6 Examples of D check items

Examples of structural check items include:
Inspection of stabilizer attachment bolts
Inspection of floor beams for corrosion and structural integrity
2.6 Phased Checks
The scheduled maintenance items for a large airplane are extensive, particularly for
the higher checks.
The accomplishment of a C check or D block removes the airplane from service for
an extended period and incurs a lot of downtime.
A solution is to divide the C and D checks into segmented blocks or "Phases.“
This amounts to distributing, the C/D checks items among the more frequent checks.
Thus each lower-level check will include a different group of C/D check items.
2.6 Calendar Checks

Some operators will repackage the items from a flight time-based system to a
calendar
time-based system on the basis of average daily usage of the equipment.
The tasks are scheduled under a system of daily checks, weekly checks, and so on.
2.6 Maintenance Schedule/Programme
AN 89 - an aircraft registered in Malaysia in the Transport or Aerial Work category

shall be maintained in accordance with an approved maintenance schedule /
programme .
An aircraft C of A shall not be issued or renewed unless it is maintained in
accordance with the approved maintenance schedule / programme to which it
applies.
2.6 Maintenance Schedule/Programme

A maintenance schedule / programme is a document which describes the specific
scheduled maintenance tasks and their frequency of completion, necessary for
the safe operation of the aircraft, and to ensure that the airworthiness of the
aircraft will be preserved on a continuing basis.
2.6 Maintenance Schedule/Programme Information
Maintenance tasks and intervals at which this must be performed, taking into
account the anticipated utilization of the aircraft.
When applicable, continuing structural integrity programme and / or corrosion
control programme.
Procedures for changing or deviating from (1) and (2), where required.
Maintenance task and interval that have been specified as mandatory by the
manufacturer shall be identified as such
When applicable, condition monitoring and reliability programme description for
aircraft systems, components and powerplants.
2.6 Compiling the Maintenance Schedule/ Programme
Operators are required to base the maintenance schedule / programme on:
Maintenance Planning Document
Recommendation of the manufacturer operating experience.
Operators are required to review the Continuing Airworthiness Information

(Applicable Airworthiness Directives or Alert Service Bulletin) and consider the
applicability to the type it operates.
Operators must take into account the Human Factor Principles, when designing the
maintenance schedule / programme.
When compiling the maintenance schedule / program, the aircraft operator is to take
into factors as the areas and routes over which the various types of aircraft are to be
operated, frequency of operations and types of equipment necessary for operation.
These factors therefore give variations between schedule contents.

2.6 General
Maintenance schedule / AMP of a commercial air transport normally includes :
Check cycle criteria. The criteria for ‘packaging’ checks (e.g. A check – 550 FH,
B check – 1100 FH, C check – 4400 FH & etc..);
The periods at which the aircraft, engines, APU, propeller, components and all
associated systems shall be inspected,
Periods, at which these items shall be checked, cleaned, lubricated and
tested;
Periods at which overhauls or replacement shall be made;
Reference to the source of the content of the schedule e.g. MRB, MPD,
maintenance manuals; and
Escalation policy.
2.6 Approval of Maintenance Schedule/AMP
When CEO approves the maintenance schedule / program, he
will retain one copy and the other returned to the operator with the APPROVAL
DOCUMENT.
The document details:
the conditions under which the approval is granted, the way to certificate the
maintenance, and the times at which such certificates to be issued.
2.7 Certifying Staff
Aircraft Maintenance Licence means a licence issued by CAAM in pursuant of Regulation
30(6) & 31 CAR 1996.
Any application for Malaysian Aircraft Maintenance Engineering Licence (AMEL) will be subjected to
requirements as in accordance to CAAM Part 66.
2.7 Categories Of Licences

Part-66 establishes the requirements for the issue of an aircraft maintenance license and conditions
of its validity and use, for aeroplanes and helicopters of the following categories:
CATEGORY A - AIRCRAFT MAINTENANCE TECHNICIAN
CATEGORY B1 – AIRCRAFT MAINTENANCE ENGINEER – MECHANICAL

CATEGORY B2 – AIRCRAFT MAINTENANCE ENGINEER – AVIONICS
CATEGORY C – AIRCRAFT MAINTENANCE ENGINEER – BMR CERTIFYER
2.7 Certifiers
Category A certifier means an Aircraft Maintenance Technician issued with DCAM Part 66 licence
for issuance of Certificate of Release to Service (CRS) with limited certification privileges.
Category B certifier means an Aircraft Maintenance Engineer issued with DCAM Part 66 licence
with full certification privileges as defined in Regulation 31 CAR 1996.
2.7 Category A and B1 Subdivision
Categories A and B1 are subdivided into subcategories relative to combinations of
aeroplanes, helicopters, turbine and piston engines.
The subcategories are:
A1 and B1.1 : Aeroplanes Turbine
A2 and B1.2 : Aeroplanes Piston
A3 and B1.3 : Helicopters Turbine
A4 and B1.4 : Helicopters Piston

2.7 Eligibility
An applicant for an aircraft maintenance license must be at least 21 years old
An applicant for CAAM Part-66 module examination shall:
 submit an application which is acceptable in content and presentation as per JPA 33;
 provide evidence of qualification at least SPM (Sijil Pelajaran Malaysia) or equivalent
which is acceptable to CAAM with credits in English language;
 pay the appropriate fee.
2.7 Privileges Category A

Category A AML for technicians permits the holder to issue Certificates of
Maintenance Release (MR) following minor scheduled line maintenance and simple
defect rectification within the limits of tasks specifically endorsed on the licence.
The certification privileges shall be restricted to work that the licence holder has
personally performed in an appropriately approved AMO.
Category B1
Category B1 AML for engineers, shall permit the holder to issue certificates following
maintenance including aircraft structure, powerplant and mechanical and electrical
systems.
Replacement of avionic line replaceable units, requiring simple tests to prove their
serviceability, shall also be included in the privileges.
The certificates to be issued are:

i) Certificates of Maintenance Release in respect of overhaul, inspections, repair,
replacement, modification and scheduled maintenance inspection
ii) Certificates of Fitness For Flight under the 'A Conditions" set out in the Second
Schedule of CAR 1996.
Category B1 holder automatically covers Category A certification privileges
Category B2
Category B2 AML for engineers, shall permit the holder to issue certificates
following maintenance on avionic and electrical systems.
The certificates to be issued are:
Certificates of Maintenance Release in respect of overhaul, inspection, repair,
replacement, modification and schedule maintenance inspection.
Category B2 holders are required to obtain Category A AML to qualify for Category
A certification.
Category c
 Category C certifiers are nominated B1 or B2 LAEs by Part 145 organization who meet the
requirement.
Category C certifying staff shall ensure that all work required on aircraft has been
accomplished during the particular base maintenance check or work package.
 Category C will issue the Base Maintenance Release certificate .

 Ensure that all works have been carry out by B1 and B2 LAEs has been accomplished.
 Shall also assess the impact of any work not carry out and discuss with operator.
 Discuss with the view to either requiring its accomplishment or agreeing with operator
to defer such work to another specified check or time limit.
2.7 Conditions before exercising Privileges
An AML holder may not exercise certification privileges unless:
He/she is in compliance with the applicable requirements of an appropriately
approved maintenance organisation
in the preceding 2 year period he/she has, either had 6 months of maintenance
experience in accordance with the privileges granted by the aircraft
maintenance licence or, met the provision for the issue of the appropriate
privileges
He/she has the adequate competency to certify maintenance on the

corresponding aircraft; and he/she is able to meet the competency level in the
English language.
2.7 Evidence Of Qualification
Personnel exercising certification privileges must produce their licence, as evidence
of qualification, if requested by an authorised person, within 24 hours.
2.7 Basic Knowledge Requirements

 An applicant for an AML or the addition of a category or subcategory to the
licence shall undergo a basic knowledge examination in the appropriate subject
modules in accordance with AN1101 Basic Knowledge Requirements.
 The basic knowledge examinations shall be conducted by an appropriate ATO
or by CAAM.
 Full or partial credit against the basic knowledge requirements and associated
examination shall be given for any other technical qualification considered by
CAAM to be equivalent to the knowledge standard of AN1101.
2.7 Experience Requirements
An applicant for an AML shall have acquired:
Category A and subcategories B1.2 and B1.4:
a) 3 years of practical maintenance experience on operating aircraft, if the
applicant has no previous relevant technical training; or
b) 2 years of practical maintenance experience on operating aircraft and
completion of training considered relevant by CEO as a skilled worker
in a technical trade.
2.7 Experience Requirements Category B2 and subcategories B1.1 and B1.3:
5 years of practical maintenance experience on operating aircraft if the applicant has
no previous relevant technical training; or
3 years of practical maintenance experience on operating aircraft and completion of
training considered relevant by CAAM as a skilled worker in a technical trade; or
2 years of practical maintenance experience on operating aircraft and completion of
an appropriately approved basic training course.
For all applicants, at least 1 year of the required experience must be recent maintenance
experience on aircraft of the category/subcategory for which the initial AML is sought.
For extensions to an existing AML, the additional recent maintenance experience

required may be less than 1 year, but must be at least 3 months maintenance experience’
refers to a documented Schedule of Inspection work that is compiled in an appropriate
format as agreed by DGCA.
2.7 Continued Validity Of The AML
 The AML is only valid for 2 years from date of issue or renewal.
 The expiry date shall be specified on the AML.
 Any certification privileges based upon an aircraft maintenance license becomes invalid
as soon as the aircraft maintenance license is invalid.
 The aircraft maintenance license is only valid when issued and/or amended by the
competent authority and when the holder has signed the document.
2.7 Type Training And Ratings

A type rated AML holder may exercise the certification privileges in respect of that type
provided that:-
1. the aircraft is on the Malaysian Register; and
2. the holder familiarises himself with the type by attending and passed required
examination an appropriate type course under an appropriate ATO or participate
in a training program acceptable to CEO.
3. To qualify for a CAAM type rating endorsement on a specific type of aircraft, the
applicant shall posses aircraft type certification privileges from an appropriately
approved maintenance organisation.
2.7 Type Training And Ratings Category A
May only exercise certification privileges on a specific aircraft type following
the satisfactory completion of the relevant Category A aircraft task training
by an approved maintenance organisation or ATO.
The training includes practical hands-on training and theoretical training as
appropriate for each task authorised.
Satisfactory completion of training shall be demonstrated by an examination
and/or by workplace assessment carried out by an appropriately approved
maintenance organisation or appropriate ATO.
2.7 Category B1 and B2

The endorsement of Category A Type Ratings is at the discretion of CEO.
The applicant may be required to be interviewed by CEO.
The certification privileges are limited by the task individually performed by the
holder as defined by appropriately approved maintenance organisation
Category B1 and B2 (10.2.7)
 The endorsement of Category A Type Ratings is at the discretion of CEO.
 The applicant may be required to be interviewed by CEO.
 The certification privileges are limited by the task individually performed by
the holder as defined by appropriately approved maintenance organisation
Category B1 and B2
 The holder of a category B1 or B2 AML shall only exercise certification
privileges on a specific aircraft type that when the aircraft maintenance
licence is endorsed with the appropriate aircraft type rating.
 The endorsement of Category B1 or B2 Type Ratings is at the discretion of CEO
 The applicant may be required to be interviewed by CEO.

Category B1 and B2
Aircraft type ratings shall be granted following satisfactory completion of the relevant
category B1 or B2 aircraft type training approved by CEO or conducted by an
appropriate ATO.
Application for endorsement of type rating shall be made within 2 years of successful
completion of the relevant aircraft type course.
Appropriate type course training includes theoretical and practical elements.
Training shall comply with the Type Training And Examination Standards.
Completion of training shall be demonstrated by an examination which shall comply
with the Type Training And Examination Standard.
2.7 Type Training And Ratings Category B1 and B2

The examinations in respect of category B1 or B2 aircraft type ratings shall be conducted
by appropriate ATO.
Type aircraft certification privileges shall be issued with documented evidence of

assessment conducted by Practical Assessor.
3.0 Civil Aviation Operating Regulation
3.1 Medical Fitness, Intoxicating Liquor, Narcotics and Drugs
The process of issuing certificates
(Certificates of Maintenance Review, Certificates of Release to Service and Certificates of
Fitness for Flight under the 'A' Conditions)
 requires clear decisions to be made that directly affect the airworthiness of the aircraft.
 The quality of these decisions is directly influenced by:
 the physical and mental state of the certifier at the time of certification, whether or
not they are subject to the adverse effects of drink and/or drugs.
 Certifying staff must not exercise the privileges of their certification authorisation if
they know or suspect that their physical or mental condition renders them unfit.
 In this sense, mental condition means psychological integrity.
 It is the responsibility of the individual concerned to ensure that they do not report
for duty or certify if they are genuinely unfit.
 Such persons should also be aware of an organisation’s own internal policies and
monitoring procedures to verify the above.
3.1 Fitness
 Licensed aircraft maintenance engineers are required by law to assess their
own fitness to carry out professional duties.
 Sub-standard performance, subtle physical or mental illness or unusual
behaviour may not always be apparent to the individual
 It will be noticed by colleagues of a team or supervisors who should notify
management so that appropriate support and counselling action can be
taken.
 A decrease in mental fitness may be related to stress from within the
working environment or to personal circumstances of the individual.
 Aggressive behaviour, vagueness and slippage of personal standards
(cleanliness, appearance etc.) may be indicative of more serious mental
issues.
 Such issues may bring into question the ability of the individual to be
trusted or to maintain the necessary levels of concentration to take
appropriate decisions on airworthiness matters.
3.2 Fatigue
 Tiredness and fatigue can adversely affect performance.
 Excessive hours of duty and shift working, particularly with multiple shift
periods or additional overtime, can lead to problems.
 Individuals should be fully aware of the dangers of impaired performance due
to these factors and of their personal responsibilities.
3.3 Stress
 Stress can often be stimulating and beneficial but prolonged exposure to chronic stress
(high levels or differing stress factors) can produce strain and cause performance to suffer
allowing mistakes to occur.
 We get acute stress ( typically intense but of short duration and chronic stress
( frequent recurrence or long duration ) respectively.
 Stress factors can be varied,
 physical – e.g. heat, cold, humidity, noise, vibration;
 They can be due to ill-health or worries about possible ill-health;
 They can also be from problems outside the workplace – e.g. bereavements, domestic
upsets, financial or legal difficulties.
 A stress problem can manifest itself by signs of irritability, forgetfulness, sickness absence,
mistakes, or alcohol or drug abuse.
 Management have a duty to identify individuals who may be suffering from stress and to
minimize workplace stresses.
 Individual cases can be helped by sympathetic and skilful counseling which allows a return
to effective work and licensed duties.
3.4 Drug and Alcohol Abuse
 Drinking problems or the use of illicit or non-prescribed drugs are
unacceptable where aircraft maintenance safety is concerned.
 The introduction of a blood /alcohol limit of 20 milligrams of alcohol per 100

millilitres of blood for anyone performing a safety critical role in UK civil
aviation (which includes aircraft maintenance engineers )
 Once this is identified, it will lead to suspension of the licence or company

authorisation and possibly further licensing action being considered.
3.5 Medication
Medication, whether prescribed by a doctor or purchased over the counter
and particularly if being taken for the first time, may have serious
consequences in the aviation maintenance environment
Before administering the medication, three basic questions must be

answered satisfactorily:
 Must I take medicines at all?
 Have I given this particular medication a personal trial for at least 24
hours before going on duty, to ensure that it will not have adverse
effects on my ability to work and make sound decisions?
 Do I really feel fit for work?
3.6 Alcohol
 Alcohol has similar effects to tranquillisers and sleeping tablets and may remain
in blood circulation for a considerable time.
 A person may not be fit to go on duty even eight hours after drinking large
amounts of alcohol.
 Individuals should anticipate such effects upon their next duty period.
 Combinations of alcohol and sleeping tablets, or anti-histamines, can form

a highly dangerous or even lethal combination.
3.6 Anaesthetics
A period of time should elapse before returning to duty following:
 local,
 general,
 dental and
 other anaesthetics.
This period will vary depending upon individual circumstances, but may even
extend to 24 or 48 hours.
Any doubts should be resolved by seeking appropriate medical advice.

4.0 Air Transport Operations
4.1 Historical Review of Commercial Aviation
 In 1903, the Wright brothers' first successful flight in Kitty Hawk, North
Carolina marked the beginning of the aviation industry.
 In the early years, the public did not embrace airplane travel, thinking that it
was too dangerous.
 The first major stimulus that helped to develop the industry was the United
States' participation in World War I.
 After the war, growth in the aviation industry practically stagnated.
 In 1927, Charles Lindbergh successfully completed a solo flight across the
Atlantic Ocean and created massive interest in flying with the general public.
 After this, many air transport holding companies began, including Aviation
Corporation.
 The air transport division of the company was called American Airways and
later grew to become American Airlines, one of the largest commercial
carriers in the United States.
 In 1928, United Aircraft and Transportation Corporation was created as a
holding company by Boeing and its air transport division.
 In 1931 the four air transport divisions of United Aircraft became United
Airlines.
 One of the biggest factors in the growth of the air transportation industry
during this time was the development of a mail transport system by the U.S.
Postal Service.
 The Kelly Airmail Act of 1925 provided private airlines the opportunity to
function as mail carriers through involvement in a competitive bidding system.
 These private carriers, through the airmail revenue, could then expand into
carrying other forms of cargo, including passengers.
 Charles Lindbergh, in the position of "technical adviser" to
Pan Am World Airways, piloted that airline's first airmail
service flight to South America in 1929.
4.1 Historical Review of Commercial Aviation
 Passengers were targeted as a way to augment the income of the airmail systems.
 Slow starting, due to the perception of less than stellar safety performance and high
fare costs, passenger volume grew tremendously and carriers multiplied.
 The Air Commerce Act, passed in 1926, allowed Federal regulation of air traffic rules.
 The aviation industry backed the passage of this act, believing that without the
government's action to improve safety the commercial potential of the airplane
would not be realized.
 Air traffic became more and more disorganized and the need for regulation became
apparent.
 The postmaster general took control over the industry for a short time by limiting the
number of carriers that were granted mail transport contracts.
 This practice was ruled anti-competitive and the industry was again opened up to
competitive bidding for mail contracts.
 In 1938, the Civil Aeronautics Authority, an independent regulatory bureau,
was developed.
 That same year, many air transport companies were flying the new DC-3s.
 These planes, created to carry both mail and passengers, were wide enough to
seat 21 people.
 The design of the DC-3 also allowed for 14 seats and three berths - for sleeping
on long flights.
 Famous child actress Shirley Temple was the first to purchase a sleeping berth
ticket on an American Airlines DC-3.
 With United States' entry into World War II, commercial fleets and pilots were
sent to Europe to participate in the war effort.
 The war also helped to generate support for research and development of
aircraft, which extended beyond the war to commercial aviation.
 A major post-war development was the four-engine aircraft, such as the
Lockheed Constellation.
 This innovation substantially cut the flying time for ocean and continent
crossings, and thus negatively effecting travel by ocean liner and train.
 The 1950s saw dramatic improvements in the capacity and comfort of
commercial flights.
 Planes were modernized, and jet service was introduced in 1959, enabling
even faster cross- country service.
4.2 Airline Economics Factor
The essential economic characteristic
supply, demand, cost and price
4.2 SUPPLY
 Excessive capacity is endemic to the airline industry.
 From the mid-1950s to present, U.S. airlines rarely achieved an average
annual domestic load factor exceeding 67%
 On an annual basis, about one-third of available inventory consistently has
remained unsold
 U.S Airlines Load Factors.

 As the figure reveals, in the airline industry, supply exceeds demand
by a wide margin.
4.2 SUPPLY
U.S Airlines Load Factors. As the figure reveals, in the airline industry, supply exceeds demand by a wide margin.
4.2 SPPLY
 The airline industry has always, will always, and probably should always produce
excessive capacity,
 If airline load factors approached 100%, many people who wanted to fly would be
prohibited from doing so.
Why?
 When load factors average 60%, 7% of flights will be full and unavailable for late-
booking passengers.
 When load factors reach 70%, 21% of flights will have to turn away prospective
passengers.
 The higher the load factor, the more likely some passengers will experience service
inconvenience by finding their preferred departure fully booked.
 Demand is highly cyclical, peaking and regressing at different hours of the day, days
of the week, and months of the year.
 Demand can also ebb and flow, on a directional basis, depending on the season.
As a service industry, airlines are subject to constraints different from that of
manufacturing.
Professor Newal Taneja notes three differences
 an airline's output (a seat on a flight) cannot be inventoried to match
fluctuations in demand, as can most physical products;
 air services, unlike manufactured goods and products, are produced and
consumed at the same time;
 the customer participates in the service delivery system.
The industry has always had excess capacity, even during boom times.
Overcapacity results from:

 The competitive importance of schedule frequency.
 Since schedule convenience is one of the most important differentiating
characteristics of the airline product, all airlines strive for high scheduled frequency
on every important route, and
 the fact that airlines have very high fixed costs and are therefore incentivized to fly
their aircraft as much as possible, even if incremental flying does not produce
enough revenue to cover fully allocated costs.
4.2. SUPPLY
 Whenever a flight covers variable costs and contributes to overhead, the
individual carrier is better off flying rather than not flying.
 The cumulation of the many marginally-justified schedules creates over-

capacity for the industry as a whole.
4.2 Demand
 Demand is highly cyclical, peaking and regressing at different hours of the

day, days of the week and months of the year.
 It can also ebb and flow, on a directional basis, depending on the season.
 When the economy is growing and consumer confidence is strong air travel
demand grows.
 When the economy falls into recession, unemployment grows, and
consumer confidence declines, yields and profitability decline.
4.2 An airline can be an incredibly productive cash cow.
 When the economy is good,

 When passenger demand are high
 When fares are high,
 When fuel prices are relatively low,
 Because its fixed costs are high and virtually impossible to pare
down without major negative ramifications, an airline can be bled dry
very quickly if beset by:
 a recession,
 slack demand,
 insane price competition,
 high labour costs,
 high fuel prices
 international terrorism.
 In addition, during recession airline performance drops more deeply
than does the rest of the economy.
4.2 Costs
 Airlines have relatively low variable costs (typically fuel and labor),
accounting for less than 25% of fully allocated costs.
 Fixed costs, or constant costs are the dominant costs in the industry.
 Once aircraft are purchased, crews trained, and flights scheduled, almost
all costs are fixed.
 Difficulty in determining joint, or common costs
 True for network carriers to determine how much of the cost of flying
from A to B must be attributed to the passengers connecting at B to the
flight flying them on to C
 Or how much of the flight's cost should be attributed to the
transportation of belly cargo
4.2 Price
 The airline industry has a tendency both to produce excess capacity and to price
its product below fully allocated costs.
 The demand of consumers for schedule frequency produces tremendous excess
capacity with no shelf life, pushing costs up.
 The widespread price elasticity of demand of discretionary travellers creates an
environment where lowering prices will sell highly perishable inventory.
 Factors that drive prices down to levels which often fail to cover fully allocated
costs:
 The demand of consumers for low prices
 Perception that air transportation is a fungible commodity
 Desire to sell as much of their abundant and perishable inventory as
possible
4.3 Air Transport Operation
 On December 17, 1903 at Kitty Hawk, North Carolina, the Wright Brothers
made the first recorded successful flight with powered, heavier-than-air
machine to achieve controlled and sustained flight with a pilot aboard.
 More than ten years passed before first faltering efforts to launch scheduled
passenger services.
 On January 1, 1914, the world’s first scheduled flight with a paying
passenger hopped across the bay separating Tampa and St. Petersburg,
Florida, USA.
 World War I provided the first real spur to the development of commercial
aviation as air power began to be used and better aircraft were quickly
designed.
 The war left a legacy of thousands of unemployed pilots and surplus aircraft
along with an appreciation for the future significance of this new technology.
However, air transport still suffered from limitations in terms of capacity and
range.
 1919 marked the first commercial international air transport service between England and
France.
 It was also the same year that with the Paris Convention that each country controlled the
airspace over its territory.
 Governments played a crucial role in the next phase of aviation history.
 In Europe, governments established new passenger airlines while on the other side of the
Atlantic, the American government heavily subsidized airmail.
 Airmail was one of the earliest avenues via which air transportation became commercially
relevant because it helped to accelerate the velocity of the money supply and helped to better
tie together far-flung enterprises, facilitating the emergence of continental and intercontinental
enterprises.
 US airmail also subsidized the emergence of the first major US passenger airlines.
 By the eve of World War II, air travel was quite literally taking off, borne aloft by important
advances in technology.
 Particularly important was the Douglas DC-3, the first airliner that could fly profitably without
government subsidies (air mail routes).
 The 21-seat DC-3 was a long-range aircraft for its time, able to fly across the US
stopping just three times.
 By 1941, 80% of all commercial aircraft in the US were DC-3s.
 The DC-3 was a landplane; but on longer-haul, intercontinental routes,
flying boats remained common through World War II.
 Flying boats, like the double-deck Boeing 314, were the largest commercial
aircraft until the building of the 747.
 They could fly very long distances but their slow speeds undercut
their profitability.
 And the market for long-haul travel was very small, partly because of the
extraordinarily high cost.
 Many of the long-haul air services were to colonies and dependencies.
 Only the elite or government officials was able to afford air travel.
 War again encouraged the rapid growth of air transportation.
 Indeed, it was only after World War II that air transportation became the
dominant mode of long-haul passenger travel in developed country markets.
 In 1956, more people travelled on intercity routes by air than by Pullman

(sleeper) and coach class trains combined in the US.
 In 1958, airlines carried more passengers than ocean liners across the
Atlantic for the first time.
 Even more momentous, in October 1958, the Boeing 707 took its maiden
commercial flight.
 The 707 was not the first jetliner, but it was the first successful one.
 The 707 and other early jets, especially the Douglas DC-8, doubled the
speed of air transportation and radically increased the productivity of airlines
which enabled fares to fall.
 Just a few years after the 707’s debut, jet service had been extended to most
major world markets.
In the years since the beginning of the Jet Age, commercial aircraft have
advanced markedly in capacity and range.
Just 12 years after the debut of the 707, the 747 made its maiden flight.
Not coincidentally, it too premiered on a transatlantic route from New York City.
The entrance of dozens of 747s into the market around the same time that
the Arab Oil Embargo triggered a worldwide recession led to a torrent of red
ink for early Jumbo enthusiasts like Pan Am; but the longer term effect was to
push real airfares ever downward, thereby democratizing aviation beyond the so-
called "Jet Set".
The 747 particularly the longer-range 747-400 version introduced in the late
1980s, has been nicknamed the “Pacific Airliner” because of its singular
significance in drawing Asia closer to the rest of the world and because Asia-
Pacific airlines have been major 747 customers.
 Surprisingly, commercial jets have not improved in terms of speed.
 The fastest airliners in regular use today are about as fast as the 707.
 The Anglo-French Concorde which cruised at twice the speed of sound

was hamstrung by very poor economics – it weighed half as much as a
first generation 747 but could carry only a quarter as many passengers
and had a range more than 3,000 kilometres shorter.
 Moreover, the Concorde was an early target of the nascent environmental

movement, and restrictions on overland supersonic flights severely limited
the market for the airliner.
 The only carriers to regularly operate it were British Airways and Air
France, and although many cities had Concorde services in the first
halcyon years of its early use, by the time the supersonic transport
(SST) was finally grounded in 2003, only London, Paris, New York, and
Washington had scheduled year-round services.
ECONOMIC AND SPATIAL IMPACTS
 It is through increasingly long-haul nonstop services among an ever wider

set of city-pairs rather than through increased aircraft speeds that air
transportation continues to "shrink the world".
 After World War II aircraft were just beginning to be capable of crossing the
Atlantic without stopping at intermediate places such as Newfoundland.
 Today, commercial aircraft are now capable of making trips of up to 18 hours
in duration.
 Such ultra-long-range flights servicing the world's metropolises are both a
response and an encouragement to globalization.
 The same capacity of air transportation to dramatically lower the cost
(friction) of distance has, of course, been instrumental in fostering economic
globalization, albeit in a highly uneven fashion.
 Manufacturers, especially those producing high-value microelectronics, are
heavily reliant upon air transport to tie together spatially disaggregated
operations.
 Intel, the world’s foremost computer chip manufacturer is an
example of a firm that relies heavily on air transportation, both
passenger and cargo, to tie together its global production network.
 The firm’s Philippine operations, for instance, receive their main inputs
and export their output almost exclusively by air.
 Relatively inexpensive air transport has also been crucial to the
growth of tourism.
 It is no coincidence, for instance, that the five major Disney theme
parks are all located near one of the world’s thirty busiest airports:
 Disneyworld near Orlando International Airport, Disneyland near Los
Angeles International Airport, Euro Disney near Paris-Charles de
Gaulle, Tokyo Disneyland near Tokyo Haneda, and the newest park in
Hong Kong which shares Lantau island with the most expensive
airport in history.
 Microelectronics and tourists comprise only two of the many kinds of
airborne traffic.
 Since the dawn of the Jet Age, air transport has ascended to astonishing
heights.
 It is overwhelmingly dominant in transcontinental and intercontinental
travel and is becoming more competitive for shorter and shorter trips.
 In the US, for instance, air travel is the most important mode for trips more
than about 1,100 kilometres in one-way length.
 In developing countries, too, LCCs are proliferating, which is bring air fares
down and propelling air traffic higher.
 Through the Jet Age, both passenger and cargo traffic have grown rapidly.
 Both types of traffic have outpaced the growth of the broader global
economy.
 By 2003, approximately 900,000 people were airborne on scheduled
flights somewhere in the world at any one time; and worldwide, 1.6
billion passengers travelled by air transport in the centenary of the
Wright Brothers’ first flight, representing the equivalent of 25% of the
global population.
 In 2010, this figures reached 2.4 billion passengers, underlining the

enduring growth of air travel.
 Yet the propensity to fly is highly uneven.
 Alone, North America and Europe accounted for 70.4% of all passenger
movements in 2000, but this share is declining.
 At any given time, there are more then 5,000 planes in the air over North
America.
 Meanwhile, on dedicated freighters and in the bellyholds of passenger
aircraft, a growing share of the world’s trade is carried.
 Air transportation’s share of world trade in goods is only 2% measured
by weight but more than 40% by value.
 For the international operations, freight can account to 45% of the
revenue of a regular airline.
 Typically, air cargo relates to time sensitive, valuable or perishable
freight carried over long distances.
 This is particularly suitable in supporting "just-in-time" production and
distribution strategies with low inventory levels.
 Air cargo has also a niche market for emergency situations where the
fast delivery of supplies (e.g. medical, food) prevails over cost issues.
 Efficient and affordable air freight has contributed to changes in diet by
making available new products or products in seasons during which they
would not be available, to changes in retailing and correspondingly to
changes in manufacturing.
 Examples abound, such as fresh produces growth on the southern

hemisphere available in the northern hemisphere during winter, or
merchandises purchased online and shipped promptly by air transport or
a computer manufacturer depending of the global shipment of various
components in the manufacturing and assembly processes.
 The increased importance of time-based competition ensures that air cargo

augurs well for the future growth of air transportation.
Rapid growth.
 This is not just a product of the LCCs’ success but an element in it.
 Fast growth enables the LCCs to continue to add aircraft and staff at a steady pace
which keeps the average fleet age and average years of employee service low
– both of which help to keep operations costs low.
Emphasis on secondary airports.

 Secondary airports, such as Houston-Hobby instead of George Bush Houston
Intercontinental or Charleroi instead of Brussels National, typically have lower
landing and parking fees for airlines as well as a more entrepreneurial approach to
recruiting new airline service. However, LCCs have also directly challenged
established carriers in major hubs.
Reduced importance of hubs.

 Most LCCs do have hubs, but for some carriers hubs are substantially less
important than they are for legacy carriers.
 Southwest Airlines , for instance distributes air traffic more evenly among a ten or
so top “focus cities” in its network than is true of any traditional hub-and-spoke
airline.
Aggressive use of the Internet.
 Internet booking has partially neutralized the one-time advantage

that legacy carriers enjoyed through their proprietary computer
reservations systems.
 The Internet is an additional way of reducing costs.
 Although Southwest Airlines is commonly regarded as the pioneer
LCC and is the only LCC to rank among the world’s 20 largest
airlines, the phenomenon has now taken off in Europe and to a lesser
extent in other parts of the world.
 In general, the propensity to travel is highly correlated with incomes,
but the LCCs are important in broadening the air transportation market
beyond the relatively small affluent population in countries like
Indonesia.
The Chicago Convention of 1944 established the basic
geopolitical guidelines of international air operations, which
became known as the air freedom rights.
 First and second freedom rights are almost automatically exchanged

among countries.
 The US, which emerged from World War II with by far the
strongest airline industry in the world, had wanted third and fourth
freedom rights to be freely exchanged as well.
 Instead, these and the other rights have been the subject of hundreds
of carefully negotiated bilateral air services agreements (ASAs).
 In an ASA, each side can specify which airlines can serve which cities
with what size equipment and at what frequencies.
The Chicago Convention of 1944 established the basic
geopolitical guidelines of international air operations, which became
known as the air freedom rights.
 ASAs often include provisions that also regulate fares and the sharing of
revenue among the airlines serving a particular international route.
 Yet even in international markets, the extent and degree of state intervention
has diminished.
 An important trend in the past decade has been the proliferation of Open Skies
agreements.
 Open Skies agreements remove most restrictions on the number of carriers

and the routes that they may fly between two countries.
 By the end of 2006, the US, for instance, had such agreements with nearly 80
countries.
 Open Skies agreements can be viewed as a roundabout way for the US to gain
what it could not get at the 1944 Chicago Conference – relatively unfettered
access for American carriers to foreign markets.
 Indeed, the US has pursued a beachhead strategy playing one country in a

region against another, putting pressure on Japan to liberalize its markets
for instance by inaugurating Open Skies agreements with Singapore, Taiwan,
South Korea and other Asian economies.
 Potentially the most important Open Skies agreement would be between the US
and European Union.
 Moves in that direction have been stymied by US unwillingness to relax

restrictions on foreign ownership of American carriers, among other concerns.
 Nevertheless, many more airlines now operate internationally than before

the liberalization of the airline industry began in the 1970s.
THE FUTURE OF FLIGHT
 Although the past century witnessed the dramatic growth of air

transportation, important challenges cloud its future.
 First, the airline industry may not be financially healthy enough to pay for
commercial advances that have benefited to the continuing growth of air
transportation in the past.
 The development costs of new jetliners, even after adjusting for inflation, are
unprecedented, partly because the latest generation of aircraft incorporate
so many interfacing systems (e.g. in-seat inflight entertainment consoles).
 Meanwhile, the rise of the LCCs has put great pressure on the bottom lines at
legacy carriers, and overall the airline industry has not been especially profit-
able.
THE FUTURE OF FLIGHT
 The financial woes of the industry have implications for the future of
air transportation for it is the great carriers that have provided the
launch orders for new airliners in the past.
 Pan Am, for instance, launched the 707 and 747; United launched the
767 and 777; and Air France and Lufthansa provide the launch orders
for most of Airbus' airliners.
 By contrast, the LCCs’ focus on a handful of smaller, relatively

short-haul aircraft limits their capacity to serve as catalysts
for technological breakthroughs in aviation.
 Both Boeing and Airbus promise that their newest jetliners will offer unparalleled
fuel efficiency.
 That is important because a second basic threat to the future of the airline industry
is the price and availability of fuel.
 In 2006, fuel accounted for about 30% of the operating costs of US airlines, up
sharply from a few years earlier.
 For air transportation, finding a substitute for oil-based fuels is much more difficult
than in ground transportation because the economic viability of flight depends on
the use of a concentrated form of explosive energy.
 There is no easy substitute for fossil fuels in this regard.
 Still, the fuel efficiency of air transport has substantially improved in recent
decades,
 Interestingly, both the A380 and 787 are very long-range aircraft.
WORLD AIR, TRAVEL AND WORLD AIR FREIGHT CARRIED 1950-2010
 First Freedom. The freedom to overfly a foreign country (A) from a home country
en-route to another (B) without landing. Also called the transit freedom.
 Second Freedom. The freedom to stop in a foreign country for a technical/refueling
purpose only.
 A flight from a home country can land in another country (A) for purposes other
than carrying passengers, such as refueling, maintenance or emergencies. The final
destination is country B.
 Third Freedom. The freedom to carry traffic from a home country to another country
(A) for purpose of commercial services.
 Fourth Freedom. The freedom to pick up traffic from another country (A) to a home
country for purpose of commercial services.
 Third and Fourth Freedoms are the basis for direct commercial services, providing the
rights to load and unload passengers, mail and freight in another country. They are
commonly reciprocal agreements.
 Fifth Freedom. The freedom to carry traffic between two foreign countries on a flight
that either originated in or is destined for the carrier's home country. It enables airlines
to carry passengers from a home country to another intermediate country (A), and
then fly on to third country (B)
 Sixth Freedom. The "unofficial" freedom to carry traffic between two foreign
countries via the carrier's home country by combining third and fourth freedoms.
Not formally part of the original 1944 convention, it refers to the right to carry
passengers between two countries (A and B) through an airport in the home
country. With the hubbing function of most air transport networks, this
freedom has become more common, notably in Europe (London, Amsterdam).
 Seventh Freedom. The freedom to base aircraft in a foreign country for use
on international services, establishing a de facto foreign hub. Covers the right
to operate a passenger services between two countries (A and B) outside the
home country.
 Eighth Freedom. The freedom to carry traffic between two domestic points in a
foreign country on a flight that either originated in or is destined for the carrier's
home country. Also referred to as "cabotage" privileges. It involves the right to move
passengers on a route from a home country to a destination country (A) that uses
more than one stop along which passengers may be loaded and unloaded.
 Ninth Freedom. The freedom to carry traffic between two domestic points in a
foreign country.
 Also referred to as "full cabotage" or "open-skies" privileges.
 It involves the right of a home country to move passengers within
another country (A).
A salient issue remains that air freedoms are independent from trade agreements.
Therefore, a free trade agreement could exist between two nations, implying a
liberalization of commercial transactions and the opportunity for respective
corporations to invest.
However, their respective air carriers could still operate under the same commercial
restrictions than before the trade agreement.
This article is produced with the consent and courtesy of; Professor Jean-Paul Rodrigue,
Ph.D Dept of Global Studies & Geography Hofstra University, New York, USA 11549
 Dated 28th March 2012.
5.0 Organisation and Management of the
Operator
5.1 Air Operator’s Certificate ( CAR 2016 Reg 110 ) AN 68
A Malaysian aircraft shall not fly for the purpose of public transport except
under and in accordance with the terms of an Air Operator's Certificate (AOC)
granted to the operator of the aircraft.
In addition to the Air Service Licence, aircraft flying for the purpose of public
transport must be certified that such flights are operated safely.
The AOC certifies that the holder of the certificate is competent to secure that
the aircraft operated by him on such flight is operated safely.
5.1 Requirements for Grant
The Director General shall grant an AOC if the applicant is:
 competent, having regard to his previous conduct and experience
 his equipment, sufficient in quality and quantity
 acceptable organisation structure
 staffing, sufficient in coverage and quantity
 maintenance facilities
 maintenance programme
 other arrangements, especially at line stations to secure the safe operation
of his aircraft.
5.1 Certification Process
The process is to ensure that an applicant's;

 programs,
 system and
 methods of compliance
are reviewed, evaluated and tested.
It also provides reasonable assurance that the applicant's infrastructure

(program, method and system) will result in continued compliance after
certification.
5.1 Certification Process
The certification process is divided into the following steps:
 Pre - application
 Formal application
 Document compliance
 Demonstration and Inspection
Certification
5.1 Pre-Application Phase
 This phase includes the preliminary contact with the prospective operator
prior to the submission of a formal application.
 The CAAM will make the potential operator aware of the regulatory
requirements, which must be met to obtain an AOC, and of the steps in the
certification process before the AOC may be issued.
5.1 Formal application
 The formal application consists of a letter to CEO, CAAM containing the following
information:
 The name and address of the applicant and the main base of the proposed
operations;
 Description of the applicant's business organization, corporate structure, and
 names and addresses of those having a major financial interest;
 Information on management organization and key staff members, including their title,
name, background, qualifications and experience;
 Detailed information on flight operations;
 Detailed description of how the applicant intends to show compliance with each
provision of the applicable code of air navigation regulations;
 Specified financial data; and
 Desired date for operation to commence.
 It is essential that the applicant has a clear understanding of the form, content, and
documents required for the formal application.
5.1 Document Compliance
When the proposed operation meets the necessary financial, economics, and
legal criteria for the issuance of Air Service Licence or Air Service Permit, a
preliminary technical assessment of the operation will be undertaken.
The operator will first be required to submit to the CAAM the following
documents or their equivalent(s):
 Aircraft Flight Manual(s)
 Maintenance Manuals
 Basic Operations Manual
 Flight Attendant Manual
 Minimum Equipment Lists and Configuration Deviation Lists
 Flight Operations Officer or Dispatcher Manual
 Weight and Balance Manual
 Dangerous Good Manual
5.1 Demonstration and Inspection
CAAM will need to investigate thoroughly the operating ability of the
applicant.
This relatively more detailed phase of the investigation will require the
applicant to demonstrate through day-to-day administration and
operations, including:
 a series of proving flights over the proposed routes,
 the adequacy of facilities, equipment, operating procedures and

practices,
 the competence of administrative, flight and ground personnel.

5.1 Operational Inspections and Demonstrations
Operational inspections and required demonstrations will normally be

conducted in the following sequence:
 Organizational Structure/Management
 Evaluation Operational Control Inspection
 Training Programme Inspection
 Training and Qualification Records Inspection
 Flight and Duty Time Records Inspection
 Station Facility Inspections
 Emergency Evacuation Demonstration Ditching Demonstration
 Proving Flights including En Route
 Cockpit and Cabin Inspections
5.1 Certification
Following the completion of the assessment and inspection programme, the Flight
Operations Division will recommend to the CEO that the applicant is either:
 Properly equipped and capable of conducting the proposed operation safely,

efficiently and reliably in accordance with the AOC's operations specifications or
 limitations; or
 Is not, or is not yet (pending correction of specified deficiencies), capable of

conducting the proposed operation in an acceptable manner.
In those cases where the application is successful, the CAAM will prepare:
 an Air Operator’s Certificate.
 Operations Specifications and limitations, which will be applicable to the certificate

will also be prepared for the operator.
5.1 References Contained in the AOC
The AOC will contain or make reference to the following information:
 operator's identification (name, location);

 date of issue and period of validity;
 description of the types of operations authorized;
 the type(s) of aircraft authorized for use; and
 authorized areas of operation and routes.
5.1 AOC
When the AOC is issued, the operator should be provided at the same time with
copies of the approved Operations Specifications.
5.1 Application is Not Successful
Should the applicant be considered not yet capable of conducting the proposed
operation in the required manner,
an AOC will not be issued and the applicant will be so advised by letter, indicating
the reasons for the lack of approval.
5.2 Air operator’s Certificate

It is the responsibility of the Operator to satisfy the CAAM that his maintenance
support arrangements are to a satisfactory standard.
The Operator may have his own maintenance organisation or may contract-out
his maintenance to another organisation approved by the CAAM.
5.2 Maintenance Support Arrangement
The Operator remains responsible for the safe operation of his aircraft when
maintenance is contracted out and must be satisfied with the standards of
airworthiness achieved by the contractor.
For large aircraft,
The maintenance support arrangements for aircraft > 5,700 kg (12500 Ib) MTWA
must be based on an organisation approved by the CAAM
For small aircraft,
The support arrangements for aircraft <5700 kg (12500 Ib) MTWA may be based
on:
 an organisation approved by the CAAM or
 an acceptable number of appropriately Licensed Aircraft Engineers jointly
performing the duties of a maintenance organisation (through a process of
maintenance schedule approval).
5.2 Maintenance Agreement
If an Operator contracts out maintenance to another organisation, there must be
a written
agreement on the division of responsibility between the two parties for:
 the overall support of the aircraft
 compliance with statutory regulations and
 other relevant requirements.
 The agreement is to demonstrate a commitment by the two parties to the

maintenance of the aircraft in the operation for which application has been
made for an AOC.
 The parts of the agreement dealing with maintenance should be sub-divided

into:
 those tasks to be accomplished by the contractor and
 those tasks which will remain the responsibility of the Operator.
5.2 Preparation of the Engineering Manual
 The EM describes the maintenance arrangements made by the Operator to support
his operation.
 The contents and summary of subjects to be included in the EM shall be agreed upon
by CAAM.
 The Operator need to liaise closely with his maintenance organisation in the
preparation of his EM, to take advantage of those aspects of his maintenance support
which are described in the Exposition.
5.2 Preparation of the Engineering Manual

It is recommended that the EM is divided into parts appropriate to the functions of
maintenance.
The Exposition in particular should be divided between:
 main base and
 line maintenance functions
 They may be further sub-divided for ease of use and to facilitate its management.
 The Operational Specifications are the necessary documents to conduct flights for the
purpose of public transport.
5.2 Operations Specifications
Operations Specifications
 provide an effective method for establishing safety standards which address a wide
range of variables.
 can be adapted to a specific operator's class and size of aircraft and type and kind of
operation.
 can be tailored to suit an individual operator's needs.
5.2 Conduct of Flights and Maintenance

 The Operational Specifications defines the way the operator conducts its flight and
maintenance operations, defining specific requirements and limitations.
 The operator may only conduct flights for the purpose of public transport following
limitations and requirements set therein.
 Together, the ASL, AOC and the Operational Specifications are the necessary
documents to conduct flights for the purpose of public transport.
5.2 Details of Compliances With
The Operational Specifications is the acceptable interpretation of the regulations

for the operator.
It details compliances with respect to:
 Operating rules
 Operating environment
 Routes and areas of operation
 Operator experience and capability
 Aircraft fleet maintenance Organizational structure.
5.3 LICENSING OF AIR SERVICES

 If a flight involves carriage of passengers, mail and cargo for hire and reward, such
flights are deeme Under Part III of MCAR, the operator of such flights must be
licensed.
 Under Part III of MCAR, the operator of such flights must be licensed.
 This includes flight instructional activities of flying clubs.
5.3 ICAO Preamble
 A home State can grant extra-territorial rights to public transport aircraft belonging to
another State.
 These rights are known as “Freedoms of the Air”.
 There are five freedoms recognised by ICAO.
5.3 Five Freedoms of the Air

First Freedom of the Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State or States to fly across its territory without
landing
Second Freedom of the Air - the right or privilege, in respect of scheduled international
air services, granted by one State to another State or States to land in its territory for non-
traffic purposes
Third Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to put down, in the territory of the first
State, traffic coming from the home State of the carrier
Fourth Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to take on, in the territory of the first State,
traffic destined for the home State of the carrier
Fifth Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to put down and to take on, in the territory
of the first State, traffic coming from or destined to a third State
5.3 Air Service Licence (ASL)

 Scheduled journey between two places with at least one in Malaysia may only be
operated if the operator has an Air Service Licence (ASL)
 issued by the Ministry of Transport (MAVCOM)
 Over flights across Malaysian by other operators from other contracting states, which
have Transit Agreement with Malaysia, are exempted.
5.3 Considerations Before an ASL is Granted
Before an ASL is granted the DGCA will take into account of:
 demand of air transport in the area applied,
 other operators service level in the area applied,
 the ability of applicant to deliver satisfactory service safely, reliably, affordably
and efficiently,
 the type of aircraft used, and
 availability of qualified flight crew and maintenance support
 The maximum period of ASL validity is 5 years subject to conditions lay down
by DGCA and may be renewed.
 It may be revoked if the CEO is not satisfied with the conduct of the operator.
 The ASL is non-transferable
5.3 Provisional Air Service Licence
During the application process a Provisional Air Service Licence may be given
to the applicant prior to the issue of the ASL.
5.4 Approval of Organisations for Maintenance of Aircraft and Components

Adoption of Standards (AN 6501)
Standards adopted for the approval of organisations are:
 PART 145 for Organisation that carry out maintenance of aeroplanes, helicopters, engines, aircraft
components, auxiliary power units and specialised processes until CAAM Part 145 has been
developed.
 All Certifying Staff must meet the qualification requirements specified in MCAR, Regulation 30.
5.4 Maintenance Organisation Exposition
 The approved organisation must provide a Maintenance Organisation Exposition

procedures manual.
 This is a document that contains the material specifying the scope of work deemed to
constitute approval and showing how the organisation intends to comply with Part 145.
5.4 Maintenance Organisation Exposition
The organisation shall provide the authority with a maintenance organisation
exposition, containing the following information:
 A statement signed by the accountable manager confirming that the maintenance
organisation exposition define the organisation's compliance with Part 145 and will be
complied with at all times.
 The organisation's safety and quality policy;
 The titles and names of the persons nominated;
 The duties and responsibilities of the persons nominated
 an organisation chart showing associated chains of responsibility between
the persons nominated;
 A list of certifying staff and B1 and B2 support staff;

 A general description of manpower resources;
 A general description of the facilities located at each address specified in the
organisation's approval certificate;
 A specification of the organisation's scope of work relevant to the extent of approval;
 The notification procedure for organisation changes;
 The procedures and quality system established by the organisation;
 A list of commercial operators, where applicable, the maintenance organisation
exposition amendment procedure;
 To which the organisation provides an aircraft maintenance service;
 A list of subcontracted organisations, where applicable;
 A list of line stations, where applicable;
 A list of contracted organisations, where applicable.
Maintenance Organisation Exposition

 The exposition shall be amended as necessary to remain an up-to-date.
 description of the organization.
 The exposition and any subsequent amendment shall be approved by the competent
authority.
5.5 Airline General Structure
 The operator must have an Accountable Manager acceptable to the CAAM who has
corporate authority for ensuring that all operations and maintenance activities can be
financed and carried out to the standard required by the CAAM and any other
requirements defined by the operator.
 The operator must have nominated post holders, acceptable to the CAAM, who are
responsible for the management and supervision of the key areas.
5.5 Key Areas: Engineering and Maintenance
Engineering and Maintenance is responsible for the control of maintenance and
accomplishment of all maintenance activities related to the aircraft fleet.
This includes responsibility for providing assurance that all aircraft are:
 maintained in a compliant manner,
 in accordance with manufacturer and vendor instructions, and
 that their configuration is at all times in compliance with mandatory requirements.
It is also accountable for:

the maintenance of aircraft in conformance with the department’s procedures and
providing training and resources for engineers to perform their aircraft maintenance
duties
5.5 Key Areas: Ground Operations
 Airport Ground Operations is responsible for all ground handling
functions including: ramp and passenger handling,
 dangerous goods acceptance and handling,
 weight and balance and load control in compliance with regulatory
requirements and its own department’s procedures.
It is also responsible for:

 the provision and maintenance of ground support promulgation of
occupational
 safety and health requirements,
 equipment,
 training and competency programs for ground staff,
 contracting and oversight of ground handling agents at international
operations,
 contracting and service delivery to foreign airline
5.5 Key Areas: Quality Department
 Responsible for the control and maintenance of all Air Operator Certificate (AOC)
requirements.
 This includes liaising with the CAAM and other civil aviation authorities as a Single
Point of Contact (SPOC) regarding flight operations and compliance with the
conditions and restrictions of the AOC and other applicable regulatory requirements.
5.5 Key Areas: Production Planning

The organisation shall have a system appropriate to the amount and complexity of work
and to plan for the availability of all necessary:
 personnel,
 tools,
 equipment,
 material,
 maintenance data and
 Facilities in order to ensure safe completion of maintenance work.
5.5 Key Areas: Production Planning
The planning of maintenance tasks, and the organising of shifts, shall take into account
human performance limitations.
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.
5.5 Key Areas: Facilities

The organisation shall ensure that:
Facilities are provided for all planned work, specialised workshops and bays are segregated,
to ensure protection from contamination and the environment.
i) Sufficient hangar space must be provided to carry out maintenance.
 It must be protected from the normal prevailing local weather elements that are expected.
 Aircraft hangarage and aircraft component workshop structures should prevent the
ingress of rain, hail, ice, snow, wind and dust etc.
 Aircraft hangar and aircraft component workshop floors should be sealed to
minimise dust generation.
 Office accommodation is provided for the management of all planned work.
ii) Aircraft maintenance staff should be provided with an area where they may study
maintenance instructions and complete continuing airworthiness records in a proper
manner.
iii) Secure storage facilities are provided for components, equipment, tools and material.
 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.
 Unserviceable components should be segregated and stored in a separate
secured location from serviceable components.
Aircraft Operation In Malaysia
Scheduled Journey Air Service License

Aircraft Operation Air Operator
Public Transport Operation
Certificate
• Passenger •
Unscheduled Journey Air Service permit
Operational
• Cargo Specification
• Mail (Ops Spec)
Equipments - Aircrafts
Registration of Aircraft Certificate of Registration (C of R)
Purchase
Dry Lease - Aircrafts only Airworthiness Requirements Valid Certificate of Airworthiness (C of A)
Lease
Wet Lease, include
• Technical Crew
• Cabin Crew
• Maintenance To Maintain
• Ground Support
Staffs Organisation Maintenance Arrangement

• Management Business • Own Part-145 Organisation (AMO)
• Administration
• Planning Flight • Contract Out to Part M Organisation
• Customer Service
• • Operation Engineering ( C A M O ) t o m a n a ge a i rcr a f
Flight Operation
• • Ground Operation t maintenance
Maintenance Ground
• • Network and Revenue • Selfmanageairworthines
Handling
• • Marketing and Ticketing s requirements, but contract out m a
Technical (Flight Crew)
• • Human Resource Cargo i n t e n a n c e t o P a r t - 1 4 5
Cabin Crew
• Organisation
Handling Training
•
School
•
6.0 Operator Economics Related to Maintenance
6.1 Operator Economics Related To Maintenance
 Airline operations are extremely complex matter as they involve costs which relates
to profitability of the airlines.
 The economic viability depends on the approach of the airline on its
accounting philosophy of operating revenues and operating costs.
 In another word, if you can control the operating cost, then you can optimise the
revenues earned less the operating costs as profit.
 These costs can be generally classified as Operating and Non-Operating Items.
Non-Operating Items
 Retirement of properties, assets or aircraft spare parts for both aeronautical or non-
aeronautical items to a depreciated book value when the item is retired or sold off.
 Interest paid on loans or other deposits.
 Profit or losses arising from an airline affiliated companies, subsidiaries or associated
companies –
 airlines, hotels or telecommunication companies.
 Losses or gains from foreign exchanges.
 Direct government subsidies or government payments.
Operating Items can be divided into Operating Revenues and Operating Costs.
The Operating Costs are classified as Direct Operating Costs and Indirect Operating Costs.
Direct Operating Costs

Costs of flight operations:
 Flight crew salaries and expenses such as stop over travelling expenses, allowances,
insurances and other welfare benefits.
 Fuel and oil uplift.
 Airport and en-route charges such as route to route basis, landing and navigational charges.
 Aircraft and equipment insurance.
 Rental or leasing of aircraft, equipment or crews
(Aircraft Crew Maintenance and Insurance - ACMI).
 Maintenance and overhaul costs for routine maintenance and non-routine maintenance,
overhaul and repairs.
 The cost to maintain an aircraft in terms of the number of people in terms of Cost Per Man
Hour to accomplish the aircraft check.
 Depreciation - Aircraft and its equipment depreciate its value due to wear and tear
over its designed economic life.
 The price will depreciate by a certain declared Residual Value, such as 10% Annually
and over a period of 12-15 years.
Annual Depreciation = Price of Aircraft + Spares – Residual Value

Depreciation Period
= RM100M – (RM100M x 10%) / 15 Years
= RM6M
6.1 Indirect Operating Costs
 Stations and ground expenses.

 Costs incurred in providing the airline services such as ground handling, ground
equipment, transportations and passenger handling services.
 Inflight catering, accommodation for transit passengers and meals due to delayed
or cancelled flights
 Ticketing, sales and marketing. Costs of retailed ticketing offices, promotions and
advertisements for the airlines
 General and administrative costs. A relatively small element of airline total operating
costs which cannot be readily allocated to a particular activity like office
equipment and stationary items, printer cartridges or magazines.
Airline operations would require a combination of many economic and
technical factors to enable an aircraft to safely depart from one route to
another route sector.
It begins with
 proper maintenance scheduling of aircraft checks as per the approved
maintenance schedule,
 adequately trained and skilled human resources to safely execute the
maintenance tasks,
 efficient logistics support for aircraft spares,
 adequate tools
 engineering facilities including the support shops and
 document control for equipment overhaul life and repetitive check cycles to
avoid overrun of life limited parts or components.
 Failure to provide the necessary maintenance support may incur tremendous
economic implications to the airline operations.
 An aircraft delay would require a rescheduling of the flight time at the expense of
disrupting the other interconnecting flights for the in-bound or out-bound passengers
causing them to rebook or cancel their flights, or being stranded on a waiting time,
where it is customary for the airline operators to provide them with meals and
accommodation.
 The flight crews are also governed by strict duty rest period beyond which another
set of fresh flight crew is required.
 The same economic consequences would also apply to any technical mishap
such as an aircraft incident in flight – caused by an engine flameout, system
malfunction or failures, causing an air turn back to the departing airport or the
nearest airport, and the implication would be more drastic if there were an
aircraft accident due to human error.
 In the case of an aircraft accident, no amount of economic justifications can

outweigh the lost of human life!
6.2 OWNERSHIP COSTS
The more intensively a short-haul aircraft is utilised, the more daily turns it is likely to
make.
This places upward pressure on line maintenance costs.
6.2 OPERATIONAL PRACTICES

Some airlines carefully monitor flight-crew engine handling, particularly during take-off
and climb phases, to ensure that operating temperatures are neither higher than they
need be nor high for longer than they need be.
6.2 MAINTENANCE PHILOSOPHY
 Some carriers implement service bulletins (SBs) and deferrable airworthiness
directives (ADs) as soon as possible while others are more inclined to delay them.
 Some carriers like to fix non-MEL defects as soon as is practical, whereas others are
more prepared to defer items.
 Some airlines customise maintenance programmes and undertake extensive
engineering work or modifications on their aircraft while others adhere to standard
maintenance planning documents (MPDs);
 The advantage of customising maintenance programmes is that it can tailor MRO
activities more closely than the manufacturer's MPDs to the specific network and
operations of the airline concerned.
 The disadvantages are that it adds complexity and also increases the costs associated
with transitioning aircraft to another carrier after sale or lease expiry.
6.2 MAINTENANCE PROGRAMME DESIGN
 Maintenance costs can be affected by the manner in which tasks are packaged into
maintenance programmes.
 The design of airframes and engines affects the frequency and complexity of each
maintenance activity
 The presence of different aircraft in the same fleet (because they are owned by
different (leesors) will require different maintenance programmes
 If an aircraft is on a medium or long-term lease, it will most probably be integrated

into the lessee's maintenance programme.
6.2 MAINTENANCE PROGRAMME DESIGN
 The efficiency of maintenance programmes can sometimes be compromised when
new aircraft are added to an existing fleet of the same type.
 The new aircraft may be subject to the same certification requirements as the older
models, but with no account being taken of subsequent advances in design,
materials, or manufacturing technology.
 Check intervals may be extended across an entire type (with the agreement of
appropriate airworthiness authorities), after experience with that type has been
gained.
 Example: the A-check interval for an A340 was 400 hours on entry into service in
1993. By the end of 2007 had been extended to 800 hours.
6.2 MAINTENANCE PLANNING
Effective maintenance planning balances two considerations:

1.The Need to Maximise Time between Checks
2.The need to balance Throughput and Maximise Utilisation at In-House Maintenance
Facilities
Effective maintenance planning balances two considerations:
 The Need to Maximise Time between Checks
 The need to balance Throughput and Maximise Utilisation at In-House Maintenance
Facilities
 The need to maximise time between Checks
 Ensure that as little scheduled maintenance as possible is undertaken before it needs
to be –
 All allowable calendar time, flight-hours, and cycles should be fully used and none is
wasted by premature checks and early disposal of life- limited parts

Throughput and Maximise Utilisation
 The challenge of scheduling shop visits only when aircraft, engines and components
need them, yet also ensuring that maintenance capacity is fully utilised
 is complicated by the industry's demand peaking - which means that at certain times of
the day, week, and/ or year every airline will want as many of its aircraft as possible
available for service.
6.3 MAINTENANCE INPUT COSTS
There are three primary categories:
1.Labour Costs
2.Material Costs
3.Overhead / Burden
6.3 Labour Costs

 Approximately two-thirds of airframe intermediate and heavy maintenance costs are
driven by man-hour rates.
 Maintenance man-hour rates vary not only between carriers, but also between
different areas of the world.
 North American hourly rates are generally lower than those in Europe.
 Man-hour rates in parts of Asia are lower still, but are subject to sustained upward
pressure.
6.3 Material Costs
These account for over half of engine and component maintenance costs, but much less
in respect of airframes.
The rapidly rising cost of OEM engine parts (i.e., parts manufactured by the original
equipment manufacturer) has been of particular concern to airlines over the last decade.
6.3 Overhead / Burden

 To generate maximum output over which to spread fixed costs, utilisation of hangars,
bays, repair shops, and of maintenance planning, administration, record-keeping, and
quality control resources need to be as high as possible
 Utilisation in this case is a measure of man-hours and facility time that is booked
relative to what is available.
 Labour rates are a key airframe maintenance cost driver,
6.3 Overhead / Burden
Engine OEMs have a substantial measure of control over the prices of proprietary materials and
benefit from significant economies of scale.
Independents have only their man-hour rates to compete with, something which that OEMs can
counter by shifting labour cost disadvantages into mark-ups on their materials.
The high costs of tooling, technical training, and test facilities together with the increasing reliability
of equipment (i.e., lower shop visit rates) imply the need for large fleets over which to spread fixed
maintenance costs.
Even some airlines that have sizeable fleets are now finding it more cost- effective to enter into
long-term maintenance agreements with OEMs and third-party providers.
6.3 PRODUCTIVITY
Assuming the availability of required facilities, there are three potential influences on maintenance
productivity:
 The Effectiveness of Maintenance Programme Design and Maintenance Planning
 Labour Productivity
 Inventory / Productivity
The Effectiveness of Maintenance Programme Design and Maintenance Planning

We touched on both of these earlier
Ref (10.6.1.3) & (10.6.1.4)
6.3 Labour Productivity
This is the time taken to perform given tasks relative to established standards.
It is likely to with regard to the latter, there are maintenance cost learning curves to be
exploited as familiarity grows with an aircraft type or a manufacturer's products
be a function of training, work practices, and experience.
Advantages of outsourcing –
saving in capital costs associated with investment in hangars, bays, shops, and tooling
a smaller airline can benefit from the contractor's experience.
6.3 Inventory / Productivity

Inventory bears potentially heavy carrying costs whether used or not.
Inventory productivity is closely linked to the scale of operations it is intended to
support.
6.3 Scale
Economies of scale are present when unit costs decline as a function of
increasing output.
Estimates vary; but there is little argument that economies of scale are present in
the maintenance business.
Possible sources include: Man-Hours available Inventory Size
6.3 Man-Hours available

The scale of a maintenance facility is generally measured in terms of the bookable
man-hours available in a year.
The unit cost advantage of a 3 million man-hour heavy maintenance shop over
one with half this capacity can be as high as 20 per cent.
Inventory can be categorised as:
spare engines;
rotables;
repairables;
expendables (i.e., items discarded after use); and
consumables (e.g., oil).
Spare engines and rotables are together by far the most significant items in value terms.
As fleet size increases, the value and therefore the inventory cost (i.e., finance,
depreciation, warehousing, and insurance) - of spares needed to support each aircraft
will fall.
This is particularly true of rotables, which when held in inventory can support several
aircraft as readily as just one.
The unit costs of supporting a larger fleet are lower than those of supporting a small
fleet.
A single-aircraft 'fleet' requires inventory worth as much as
 30% of that aircraft's value, dropping to
 25% when the fleet grows to ten units, and to
 10% when it reaches a hundred units.
6.4 Inventory Size

 Introduction of a new type can generate a significant Initial Provisioning (IP)
expense
 The size of the expense depends on an airline's bargaining strength and the
extent to which it outsources using fixed-cost maintenance contracts.
 If the powerplant used on the aircraft is already in operation with the airline,
this will reduce IP expenses quite considerably.
 Any fleet build-up after purchase of the first few aircraft dramatically
decreases the spares-to- aircraft ratio and the value of inventory as a
percentage of total investment in the fleet.
 Further smaller cost reduction occurs in later years as the airline uses up excess parts
inventory left over from IP and better manages its purchases of replacement parts.
 Introduction of a mature type usually results in lower initial costs because the airline is able
to benefit from the maintenance experience of other carriers.
6.4 MAINTENANCE COST

The three major concerns of airlines are:
1. Safety,
2. operational reliability and
3. operating costs.
Maintenance Economics are one of the major operating cost drivers that can be
influenced by design.
During aircraft life, accumulated maintenance costs are in the order of
magnitude of the
aircraft acquisition costs.
Breakdown of Direct Operating Costs (DOC) during aircraft life.
Breakdown of
 Direct Maintenance Cost (DMC).
 DMC is the labour and material costs caused by aircraft systems, engines and
structures on scheduled and unscheduled basis to keep the aircraft in an
operational state
 Direct maintenance costs ranges from between US $300 per flight hour to US
$1,800 per flight hour, depending upon many variables, such as aircraft type,
age, condition, operational parameters etc.
 Airlines spend on average of US $870 in direct maintenance costs for every
flight hour (2011 figures).
Direct maintenance costs ranges from between US $300 per flight hour to US
$1,800 per flight hour, depending upon many variables, such as aircraft type,
age, condition, operational parameters etc.
Airlines spend on average of US $870 in direct maintenance costs for every
flight hour (2011 figures).
Maintenance Cost (MC) is decomposed in Direct Maintenance Cost (DMC) and
In- direct Maintenance Cost (IMC) as follows:
DMC: Maintenance labour and material costs directly expended in performing

maintenance on an item or aircraft
IMC: Maintenance costs not considered to be DMC but which contribute to the
overall maintenance program costs through overhead operation, administration,
engineering, record keeping, supervision, tooling, test equipment, facilities, etc.
6.5 MANAGEMENT OF MAINTENANCE

 Effective management of maintenance is essential for maximum quality and
economy.
 Personnel, such as poor engineers can easily prevent this objective from being met
no matter how good an aircraft is.
 Quality can also be reduced by lack of motivation in engineers.
 Motivation can be encouraged by involving staff in decision making and by
delegation of authority and responsibility and authority.
 The workload must be evenly spread as far as possible.
 Effective communication within the department is essential.
 Training of staff is also essential as technology is increasing at an alarming rate.
6.5 COST OF AIRCRAFT MAINTENANCE

 Aircraft maintenance costs are dependant on
 the type of aircraft (age, technology, and role) and
 the kind of operation for which the aircraft is used (short-haul, long-haul).
 Direct maintenance cost represents work done on aircraft or its components.
 Maintenance burden is an overhead allowance to reflect allocated charges for the
fleet in technical support, facilities etc.
 The costs are given as per block hour (time between airport terminal gates) Affected
partly by aircraft utilisation (average daily flying hours)
 Higher utilisation will spread costs over more flying hours.
6.5 Wide-Body Aircraft Costs
Two aircraft types in normal use are shown:
•The Boeing 747 which first entered service in 1970 and

•The Boeing 767 which first entered service in 1982.
6.5 Wide-Body Aircraft Costs
 The 747 is the main long-haul airliner in use world-wide Designed before the
fuel price increases of the 1970's.
 The 767 is a medium-haul successor to the original Boeing 707 jet airliner.
 Designed when fuel prices were at a peak.
 Looking at these costs it can be seen that total hourly maintenance costs were
25% for the 747
and 17% for the 767.
 This is to be expected as the 747 is a much older aircraft and therefore requiring
more maintenance.
 The share representing depreciation is much lower with the 747 than the 767.
 Fuel costs dominate the costs for the 747, but for the 767, fuel costs are only slightly
greater than the other categories.
6.2 Wide-Body Aircraft Costs US $ per block hour $ %

$ %
Crew 787 17%
Fuel 2,030 44%
Depreciation & 672 14%
Rental
B747 Total
Total Maintenance
Maintenance 1,117 24%
1,117 24%
(Other Items) 36 1%
Total
Total Aircraft
Aircraft Cost $4,642
Cost $4,642 100%
100%
US $ per block $ %
hour
Crew 504 23%
Fuel 720 32%
Depreciation & 596 27%
Rental B767
Total Maintenance 377 17%
(Other Items) 31 1%
Total Aircraft Cost $2,228 100%
B1.1/B2M10.6 Presentation V2.0 dated 05.09.11 T:1 Slide No. 46
6.5 Maintenance Man-Hours
IATA figures
Table shows Maintenance & Overhaul (M&O) proportions for some major operators in
1989.
The average percentage of M&O employees was 18% of the total employees.
6.5 Maintenance Man-Hours
 Another measure of maintenance cost often used by operators is the ratio of
maintenance man- hours to aircraft flying hours.
 Cost figures expressed in money are often influenced by inflation and exchange
rate fluctuations, whereas man-hour figures are not subjected to these
influences.
 Man-hours can, however be influenced by technological changes and by
variations in experience and training requirements.
 For example the new part 65 training and experience requirements will have a
major effect on the man-hours required to maintain aircraft.
 The maintenance free aircraft is a dream, which is unlikely to become reality.
 Technological developments such as Built in Test Equipment (B.I.T.E) can
improve the situation, but not cure the problem.
 The aircraft engineer can only hope to provide a product with a good cost /
quality ratio.
6.6 DEMAND PATTERNS
 Demand for air transport varies with time, as with many other goods.
 There may be daily, weekly and annual demands that result in peaks at popular times.
 The competitive market in which most operators’ work forces them into trying to meet
these peaks as reasonably as possible by making serviceable aircraft available at the peak
times.
 Aircraft maintenance has to be fitted into the spare time not required for commercial
activities
6.6 SEASONAL EFFECTS

 Air transport is largely a leisure-oriented industry today and travel demand follows seasonal
variations.
 In the Northern hemisphere this means that there are large differences in aircraft use in the
summer and winter months.
 Operators will therefore want to arrange their maintenance so that heavy maintenance work is
carried out in the winter months.
 There are also peaks in demand at times such as Bank holidays.
 On a shorter time-scale there are fluctuations in demand for aircraft at morning or
afternoon peak times favoured by businessmen.
 These short term cycles have a strong effect on short haul operations and make it
difficult for operators to achieve a high aircraft use.
6.6 SEASONAL EFFECTS

 Summer is normally the busiest time of the year and operators will try to minimise
routine maintenance in the summer.
 This itself may cause problems due to the maintenance base not being fully utilised,
resulting in loss of maintenance revenue.
6.6 PUBLIC HOLIDAYS

 Bank holidays generate high peaks lasting a few days.
 Aircraft are obviously needed during these peak periods and maintenance workers
may need to be compensated for working during these periods.
 These periods also make the operator vulnerable to problems such as industrial
disputes or bad weather during these periods.
 Air traffic controllers often decide to have a pay dispute over a bank holiday.
Civil Aviation Industry Holistic View
Aviation Operation
Air Operator Certificate

Establishing
•
Registration of Aircraft Air Airworthiness
•
Service Licensing Operation Certification of Aircraft / Aeronautical Parts
Continuing Airworthiness
•
of Airline • Design
• Part-M -
Maintenance Arrangement •
• Production Continue Airworthiness Management
Organisation(CAMO)
Part-145 -
Approved Maintenance Organisation
Part-147 - Approved Training School
Part-66 - Certifying Staff
From Operation to Establishing Airworthiness to Continuing

Airworthiness All Processes in Civil Aviation are Highly Regulated by
National Aviation Authorities
Page
7.0 Approved Maintenance Organisation
7.1 Approved Organisation (AN 6501)
 The Malaysian Civil Aviation Regulations (MCAR) through the Airworthiness

Notices, adopts airworthiness codes and procedural requirements published
as FAR’s, JAR’s and BCAR’s as standards acceptable to CAAM.
 With regard to this, part 145 has been raised as the standard adopted for
organizations that carrying out maintenance of aeroplanes, helicopters,
engines, aircraft components, heat treatments and other specialized
processed.
 The JAR 145 standard succeeds the BCAR’s which CAAM had adopted
initially.
 CAAM is working out to produce its own CAAM 145.
 The explanation of BCAR and JAR 145 is considered beneficial to bring

ourselves ready for acceptance of CAAM Part 145.
7.1 Approval of Organisations
 Organizations which have satisfied the requirements of CEO in respect of
manufacture, overhaul, inspection, repair or modification of aircraft and their
component parts
 may be granted an approval in one or more groups as set out in the MCAR.
 A1, Maintenance of aircraft and helicopters MTWA 5700kg Suppliers
 B4, Test Houses (testing/exam to standard) – Approved to CAAM AN-8402
DOA Design Organisations
 Organizations which have satisfied the requirements of CEO in respect of
manufacture, overhaul, inspection, repair or modification of aircraft and their
component parts
 may be granted an approval in one or more groups as set out in the MCAR.
 ( Regulation 31/32 )
 A1, Maintenance of aircraft and helicopters MTWA 5700kg Suppliers
 B4, Test Houses (testing/exam to standard) – Approved to CAAM AN-8402

DOA Design Organisations
AIRWORTHINESS NOTICE 6501
AN 6501 – Maintenance Organisation Approval
(CAAM Part 145)
This notice provides the requirement governing the

organisation to engage in maintenance of aeronautical
product
6
Part 145 Class Ratings
A1 Primary Companies
Organisation Approval reference number should be quoted on all relevant documents.
 The reference number is made up in three parts. Eg. AO/0001/72
 The letters AO stand for Approved Organisation
 A number, which changes with each organisation
 A two digit number showing the year approval was granted
7.1 TERMS OF APPROVAL

On the grant of the approval, the organisation will receive the 'TERMS OF
APPROVAL’ from CEO.
The Terms Of Approval lists out the scope of work on products and activities granted
in the Approval.
7.2 PERSONNEL REQUIREMENTS
 The organisation shall appoint an accountable manager who has corporate
authority for ensuring that all maintenance required by the customer can be
financed and carried out to the standard required by this requirement.
 He may not necessarily be knowledgeable on technical matters
 The accountable manager shall:
 Ensure that all necessary resources are available to accomplish maintenance to

support the organisation approval
 Establish and promote the safety and quality policy
 The accountable manager is normally the chief executive officer of the
approved maintenance organisation
 He has overall (including in particular financial) responsibility for running the
organisation. When the accountable manager is not the chief executive officer,
then the accountable manager must have direct access to the chief executive
officer and has sufficient maintenance funding allocation.
The organisation shall have a person or group of persons who are
responsible as the management team.
Such person(s) shall ultimately be responsible to the accountable manager.
The management team shall be responsible for all functions under this
requirement.
The management team shall be identified and their credentials submitted

to the competent authority.
 The management team shall have relevant knowledge, background and
satisfactory experience related to aircraft or component maintenance and
demonstrate a working knowledge of this requirement.
 Procedures shall make clear who deputises for any particular person in the
case of lengthy absence of the said person.
 The maintenance organisation functions may be subdivided under individual

managers or combined in any number of ways.
 The organisation should have, dependent upon the extent of approval, a

base maintenance manager, a line maintenance manager, a workshop
manager and a quality manager,
Base maintenance manager
 responsible for ensuring that all maintenance required to be carried out in the
hangar, plus any defect rectification carried out during base maintenance,
 carried out to the design and quality standards.
Line maintenance manager:

 responsible for ensuring that all maintenance required to be carried out on the line
including line defect rectification is carried out to the standards
 responsible for any corrective action resulting from quality compliance monitoring.
Workshop manager
 responsible for ensuring that all work on aircraft components
 is carried out to the standards and
 responsible for any corrective action resulting from quality compliance monitoring
 all of whom should report to the accountable manager.
7.4 CATEGORY B1 AND B2 SUPPORT STAFF
 The organisation shall ensure that certifying staff and category B1 and B2
support staff have an adequate understanding of the relevant aircraft
and/or components to be maintained together with the associated
organisation procedures.
 Certifying staff must understand the relevant aircraft and/or components
before the issue or re- issue of the certification authorisation .
Category B1 and B2 support staff” means those category B1 and B2 staff in the
base maintenance environment who do not hold necessarily certification
privileges.
“Relevant aircraft and/or components”, means those aircraft or components
specified in the particular certification authorisation.
 Certification authorisation” means the authorization issued to certifying staff
by the organisation and which specifies the fact that they may sign
certificates of maintenance release within the limitations stated in such
authorisation on behalf of the approved organisation.
 The organisation may only issue a certification authorisation to certifying

staff in relation to the basic categories or subcategories and any type rating
listed on the aircraft maintenance licence,
subject to
 the licence remaining valid throughout the validity period of the authorisation
and the certifying staff remaining in compliance with Part 66.
 The organisation shall ensure that all certifying staff and category B1 and B2
support staff are involved in at least six months of actual relevant aircraft or
component maintenance experience in any consecutive two year period.
involved in actual relevant aircraft or component maintenance’ means that the
person has:
 worked in an aircraft or component maintenance environment
 exercised the privileges of the certification authorisation and/or
 has actually carried out maintenance on at least some of the aircraft type
systems specified in the particular certification authorisation.
 All certifying staff and category B1 and B2 support staff receive sufficient
continuation training in each two year period to ensure that they have up-to-
date knowledge of relevant technology, organisation procedures and human
factor issues.
 The organisation shall establish a programme for continuation training for
certifying staff and category B1 and B2 support staff, including a procedure as the
basis for issuing certification authorisations to certifying staff, and a procedure to
ensure compliance with Part 66.
7.4 CERTIFYING STAFF AND CATEGORY B1 AND B2 SUPPORT STAFF
 The organisation shall assess all prospective certifying staff prior to the issue
or re-issue of a certification authorization.
 The organisation shall issue a certification authorisation that clearly specifies
the scope and limits of such authorisation
 Continued validity of the certification authorisation is dependent upon
continued compliance to requirements.
 The certification authorisation must be in a style that makes its scope clear
to the certifying staff and any authorized person who may require to
examine the authorisation.
 ‘Authorised person’ means the officials of the competent authorities, the
Agency and the Member State who has responsibility for the oversight of
the maintained aircraft or component.
The Quality System Manager shall be responsible on behalf of the organisation
for issuing certification authorisations to certifying staff.
 He may nominate other persons to actually issue or revoke the certification
authorisations in accordance with a procedure as specified in the exposition
 The organisation shall maintain a record of all certifying staff and category B1
and B2 support staff.
The staff records shall contain:
 details of any aircraft maintenance licence held under Part-66;
 all relevant training completed
 the scope of the certification authorisations issued, where relevant, and
 particulars of staff with limited or one-off certification authorisations
The organisation shall retain the record for at least two years after the certifying
staff or B1 or B2 support staff have ceased employment
 The certifying staff shall be given access on request to their personal records as
detailed above.
 Certifying staff shall produce their certification authorisation to any authorised person
within 24 hrs.
 The minimum age for certifying staff and category B1 and B2 support staff is 21
years.
 The organisation shall establish and control the competence of personnel involved in
any maintenance, management and/or quality audits.
 Competence must include an understanding of the application of human factors and

human performance issues.
 “Human factors” means principles which apply to aeronautical design, certification,
training, operations and maintenance and which seek safe interface between the
human and other system components by proper consideration of human
performance.
 “Human performance” means human capabilities and limitations which have an
impact on the safety and efficiency of aeronautical operations.
 Personnel who carry out non-destructive test of aircraft structures and
components shall be appropriately qualified in accordance with the European or
equivalent Standard recognised by the Agency. (NDT std : PCN & EN4179)
 An organisation maintaining aircraft in the line maintenance must have

appropriate aircraft type rated B1 and B2 category certifying staff.
 The organisations may also use appropriately task trained category A certifying
staff to carry out minor scheduled line maintenance and simple defect
rectification.
 The availability of such category A certifying staff shall not replace the need for
Part-66 category B1 and B2 certifying staff.
 However, such Part-66 category B1 and B2 staff need not always be present at the
line station during minor scheduled line maintenance or simple defect
rectification.
Continuation training is a two way process to ensure that certifying staff remain current in
terms of procedures, human factors and technical knowledge and that the organisation
receives feedback on the adequacy of its procedures and maintenance instructions.
 Ensure that feedback is formally passed from the training department to the quality
department to initiate action.
 The quality department shall be involved to ensure that feedback is actioned.
Continuation training should cover:
 changes in relevant requirements
 changes in organisation procedures
 modification standard of the products being maintained
 human factor issues identified from any internal or external analysis of incidents.
 In many cases the continuation training will:
 reinforce the need to follow procedures
 ensure that incomplete or incorrect procedures are identified to the company in
order that they can be corrected.
 This may lead to the possible need to carry out a quality audit of such procedures.
 Continuation training should be of sufficient duration in each 2 year period and
may be split into a number of separate elements.
 For an organisation that maintains aircraft components, 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.
7.6 MAINTENANCE ORGANISATION EXPOSITION
 Maintenance organisation exposition is a document that contains the material
specifying the scope of work deemed to constitute approval and showing how the
organisation intends to comply with this requirement.
 The organisation shall provide CAAM with a maintenance organisation exposition,
containing the following information:
 A statement signed by the accountable manager confirming that the maintenance

organisation exposition define the organisation's compliance with Part 145.
 When the accountable manager is not the chief executive officer of the organisation then
such chief executive officer shall countersign the statement;
 the organisation's safety and quality policy;
 the title(s) and name(s) of the persons nominated;
 the duties and responsibilities of the persons nominated, including matters on which they may
deal directly with the competent authority on behalf of the organisation;
 an organisation chart showing associated chains of responsibility between the persons
nominated;
 a list of certifying staff and B1 and B2 support staff; a general description of manpower
resources;
 a general description of the facilities located at each address specified in the

organisation's approval certificate;
 a specification of the organisation's scope of work relevant to the extent of approval;
 the notification procedure for organisation changes;
 the maintenance organisation exposition amendment procedure; the procedures and

quality system established by the organisation;
 a list of commercial operators, where applicable, to which the organisation provides an

aircraft maintenance service;
 list of contracted organisations, where applicable a list of subcontracted organisations;
 a list of line stations, where applicable;

7.7 SAFETY AND QUALITY POLICY, MAINTENANCE PROCEDURES AND
QUALITY SYSTEM
The organisation shall establish procedures agreed by the competent authority taking into
account human factors and human performance to ensure good maintenance practices and
compliance with Part 145.
 Procedures should be established to detect and rectify maintenance errors that could endanger
the safe operation of the aircraft if not performed properly.
 The procedure should identify the method for capturing errors, and the maintenance tasks or
processes concerned.
In order to determine the work items to be considered, the following maintenance tasks
should primarily be reviewed to assess their impact on safety:
 Establish procedures to minimise the risk of multiple errors on an aircraft
 Ensure that no single person is required to carry out a maintenance task on more than
one system on the same aircraft during a particular maintenance check.
 When only one person is available to carry out these tasks, include in the work card an
additional stage for re-inspection of the work by this person after completion of all the
same tasks.
 Maintenance procedures shall be established to ensure that damage is assessed,
modifications and repairs are carried out using data approved by the Agency or by an
approved design organisation, as appropriate.
 Installation, rigging and adjustments of flight controls, Installation of aircraft engines,
propellers and rotors,
 Overhaul, calibration or rigging of components such as engines, propellers,
transmissions and gearboxes,
 Previous experiences of maintenance errors, depending on the consequence of the
failure, Information arising from the Occurrence Reporting System
 In order to prevent omissions, every maintenance task or group of tasks should be
signed-off.
 To ensure that the task, or group of tasks, is completed, it should only be signed-off
after completion.
 Work by unauthorised personnel (i.e. temporary staff, trainee, etc.) should be
checked by authorised personnel before they sign-off.
 The grouping of tasks for the purpose of signing-off should allow critical steps to be
clearly identified.
 A “sign-off” is a statement by the competent person performing or
supervising the work, that the task or group of tasks has been correctly
performed.
 A sign-off relates to one step in the maintenance process and is therefore
different to the release to service of the aircraft.
 “Authorised personnel” means personnel formally authorized by the
maintenance organisation to sign-off tasks.
 “Authorised personnel” are not necessarily “certifying staff”.
7.7 State Safety Programme (SSP) CAR 2016 REG 167
 The safety management responsibilities of the State, through compliance with SARPs,
the conduct of its own safety management functions and the surveillance of SMS’s
implemented in accordance with the provisions of ICAO Annex 19- Safety
Management.
 Each State shall establish an SSP for the management of safety in the State, in order
to achieve an acceptable level of safety performance in civil aviation.
 The SSP shall include the following components:
 State safety policy and objectives;
 State safety risk management;
 State safety assurance; and
 State safety promotion.
 The SSP established by the State is commensurate with the size and the complexity of
its aviation activities.
 The acceptable level of safety performance to be achieved shall be established by the
State.
 The following service providers are required to implement an SMS:
 approved training organizations in accordance with Annex 1 that are exposed to
safety risks related to aircraft operations during the provision of their services;
 operators of aeroplanes or helicopters authorized to conduct international
commercial air transport, in accordance with Annex 6, Part I or Part III, Section
II, respectively.
 approved maintenance organizations providing services to operators of
aeroplanes or helicopters engaged in international commercial air transport, in
accordance with Annex 6, Part I or Part III, Section II, respectively;
 organizations responsible for the type design or manufacture of aircraft, in
accordance with Annex 8;
 air traffic services (ATS) providers in accordance with Annex 11; and
 operators of certified aerodromes in accordance with Annex 14.
State Safety Oversight System.
 The State shall promulgate a comprehensive and effective aviation law, consistent
with the size and
 complexity of the State’s aviation activity and with the requirements contained in
the Convention on International Civil Aviation, that enables the State to
regulate civil aviation and enforce regulations through the relevant authorities or
agencies established for that purpose.
 The aviation law shall provide personnel performing safety oversight functions
access to the aircraft, operations, facilities, personnel and associated records, as
applicable, of service providers.
Surveillance obligations.
 The State shall implement documented surveillance processes, by defining
and planning inspections, audits, and monitoring activities on a continuous
basis, to proactively assure that aviation licence, certificate, authorization
and/or approval holders continue to meet the established requirements.
 This includes the surveillance of personnel designated by the Authority to
perform safety oversight functions on its behalf.
Resolution of safety issues.
 The State shall use a documented process to take appropriate corrective actions, up
to and including
 enforcement measures, to resolve identified safety issues and shall ensure that
identified safety issues are resolved in a timely manner through a system which
monitors and records progress, including actions taken by service providers in
resolving such issues.
SAFETY MANAGEMENT SYSTEM (SMS) .

The framework for the implementation and maintenance of an SMS comprises of
four (4) components and twelve (12) elements as the minimum requirements for SMS
implementation:
A. Safety Policy and Objectives
 Management commitment and responsibility
 Safety accountabilities
 Appointment of key safety personnel
 Coordination of emergency response planning
 SMS documentation
B. Safety Risk Management
 Hazard identification
 Safety risk assessment and mitigation
C. Safety Assurance
 Safety performance monitoring and measurement
 The management of change
 Continuous improvement of the SMS
D. Safety Promotion
 Training and education
 Safety communication
7.7. Management Commitment and Responsibility

The service provider to define its safety policy in accordance with international and
national requirements:
 reflect organizational commitment regarding safety;
 include a clear statement about the provision of the necessary resources for the
implementation of the safety policy;
 include safety reporting procedures;
 clearly indicate which types of behaviours are unacceptable related to the service
provider’s aviation activities and include the circumstances under which
disciplinary action would not apply;
 be signed by the accountable executive of the organization;
 be communicated, with visible endorsement, throughout the organization;
and be periodically reviewed to ensure it remains relevant and
appropriate to the service provider
7.7 Safety Accountabilities

The service provider shall:
 identify the accountable executive who, irrespective of other functions, has
ultimate responsibility and accountability, on behalf of the organization, for the
implementation and maintenance of the SMS;
 clearly define lines of safety accountability throughout the organization,
including a direct accountability for safety on the part of senior management;
 identify the accountabilities of all members of management, irrespective of other
functions, as well as of employees, with respect to the safety performance of the SMS;
 document and communicate safety responsibilities, accountabilities and
authorities throughout the organization; and
 e) define the levels of management with authority to make decisions regarding safety
risk tolerability.
Appointment of Key Safety Personnel.

The service provider shall appoint a safety manager who is responsible for
the implementation and maintenance of an effective SMS.
Coordination of Emergency Response Planning.

The service provider shall ensure that an emergency response plan is
properly coordinated with the emergency response plans of those organizations
it must interface with during the provision of its products and services.
SMS documentation
The service provider shall develop an SMS implementation plan, formally endorsed
by the organization, that defines the organization’s approach to the management of
safety in a manner that meets the organization’s safety objectives.
The service provider shall develop and maintain SMS documentation that describes its:
 Safety Policy and Objectives;

 SMS Requirements;
 SMS Processes and Procedures;
 Accountabilities, responsibilities and authorities for SMS processes and procedures;
 SMS outputs.
The service provider shall develop and maintain an SMS manual as part of its SMS
documentation.
Safety Risk Management Hazard Identification

Safety Assurance
7.7 Safety Performance Monitoring and Measurement.
The service provider shall develop and maintain the means to verify the safety
performance of the organization and to validate the effectiveness of safety risk controls.
The service provider’s safety performance shall be verified in reference to the safety
performance indicators and safety performance targets of the SMS.
The Management of Change.

The service provider shall develop and maintain a process to identify changes which may
affect level of safety risk associated with its aviation products or services and to identify
and manage the safety risks that may arise from those changes.
Continuous improvement of the SMS.
The service provider shall monitor and assess the effectiveness of its SMS
processes to enable continuous improvement of the overall performance of the
SMS.
Training and Education
The service provider shall develop and maintain a safety training programme that
ensures that personnel are trained and competent to perform their SMS duties.
The scope of the safety training programme shall be appropriate to each individual’s
involvement in the SMS.
Safety Communication.
The service provider shall develop and maintain a formal means for safety communication
that:
 ensures personnel are aware of the SMS to a degree commensurate with their
positions;
 conveys safety-critical information;
 explains why particular safety actions are taken; and
 explains why safety procedures are introduced or changed.
 A SMS is a systematic, explicit and comprehensive process for managing risks.
 SMS provides for goal setting, planning, and measuring performance. SMS is
woven into the fabric of an organisation and becomes part of the culture,
the way people do their jobs.
 Annex 6 to the Convention on International Civil Aviation requires States to
mandate the implementation of SMS by Approved Maintenance
Organisations (AMO) by 1 January 2009.
 DCA/CAAM Airworthiness Notice No. 101 : SAFETY MANAGEMENT SYSTEMS
(SMS) FOR APPROVED MAINTENANCE ORGANISATION (AMO)
7.7 SAFETY AND QUALITY POLICY, MAINTENANCE PROCEDURES AND QUALITY SYSTEM
The organisation shall establish a quality system in the exposition that includes the
following:
 Independent audits in order to monitor compliance with required aircraft/aircraft
component standards and adequacy of the procedures to ensure that such
procedures invoke good maintenance practices and airworthy aircraft and
components.
 A quality feedback reporting system to the quality person and ultimately to the
accountable manager that ensures proper and timely corrective action is taken in
response to reports resulting from the audit.
7.8 FACILITY REQUIREMENTS
 Appropriate facilities should be provided for all planned work, ensuring protection
from the weather elements.
 Specialised workshops and bays are segregated to ensure that environmental and
work area contamination is unlikely to occur.
 For base maintenance of aircraft, aircraft hangars are available on planned base
maintenance
 For component maintenance, component workshops are large enough to

accommodate the components on planned maintenance.
 Office accommodation is provided for:

 the management of the planned aircraft maintenance work
 certifying staff so that they can carry out their designated tasks in a manner
that contributes to good aircraft maintenance standards.
 The working environment must not impair the effectiveness of
maintenance personnel:
 Comfortable temperatures must be maintained.
 Dust and any other airborne contamination are kept to a minimum.
 Proper lighting.
 Noise shall not distract personnel from carrying out inspection tasks.
 Provide sufficient aircraft access equipment and inspection platforms/docking
such that the aircraft can be properly inspected.
 Provide specific environmental conditions required for particular
maintenance task.
 If the working environment (temperature, moisture, hail, ice, snow, wind,
light, dust/other airborne contamination) for line maintenance
deteriorates to an unacceptable level, the particular maintenance tasks
must be suspended until satisfactory conditions are re-established.
7.8 FACILITY REQUIREMENTS
 .Secure storage facilities are provided for components, equipment, tools
and material.
 Storage conditions ensure segregation of serviceable components and
material from unserviceable aircraft components.
 The conditions of storage are in accordance with the manufacturer's
instructions to prevent deterioration and damage of stored items.
 Access to storage facilities is restricted to authorised personnel
7.8 EQUIPMENT, TOOLS AND MATERIAL
 The organisation shall have available and use the necessary equipment, tools and
material to perform the approved scope of work.
 Where the manufacturer specifies a particular tool or equipment, the
organisation shall use that tool or equipment,
 Alternative tooling or equipment may only be used if agreed by the competent
authority via procedures specified in the exposition.
 Equipment and tools must be permanently available.
 Infrequently used tools or equipment where its permanent availability is not
necessary shall be detailed in an exposition procedure.
 Ensure all tools, equipment and test equipment are controlled and calibrated
according to an officially recognised standard at a frequency to ensure
serviceability and accuracy.
 Records of such calibrations and traceability to the standard used shall be kept by
the organisation.
7.8 ACCEPTANCE OF COMPONENTS
All components shall be classified and appropriately segregated into the following
categories:
 Components which are in a satisfactory condition, released on DCA Form 1 ,an
Authorised Release Certificate (ARC) or equivalent and marked.
 Unserviceable components which shall be maintained in accordance with this
section.
 Unsalvageable components which are classified.
 Standard parts used on an aircraft, engine, propeller or other aircraft component

when specified in the manufacturer's illustrated parts catalogue and/or the
maintenance data.
 Material both raw and consumable the organisation is satisfied that the material
meets the required specification and has appropriate traceability.
 All material must be accompanied by a Conformity to Specification statement
from both the manufacturing and supplier source.
Prior to installation of a component, the organisation shall ensure that the particular
component is eligible to be fitted when different modification and/or airworthiness
directive standards may be applicable.
The organisation may fabricate a restricted range of parts to be used in the course
of undergoing work within its own facilities provided procedures are identified in
the exposition.
7.9 Approved Stores Procedures
 Information to incorporate aeronautical parts from suppliers for aircraft, its
engines, propellers or equipment can be found in the DCA AN29.
 Information and storage conditions for aeronautical parts can be found in CAAIP Leaf/BL
 DCAARC-AAT replaced with DCA/CAAM Form 1

7.9 DEFINITION
 Aeronautical Parts are items intended for incorporation into an aircraft, its engines,
propellers or equipment, the failure of which could adversely affect the continuing
airworthiness or reliability of the aircraft or the safety of its occupants.
 The User is the person or organisation incorporating the aeronautical part into an
aircraft, its engines, propellers, or equipment.
 A Design Organisation is an organisation recognised by the CAAM as competent to

design complete aircraft, engines, propellers, equipment, or modifications to such parts
 The Responsible Authority is the body in a foreign country, which exercises control in a
similar manner to the CAAM in respect of regulatory procedures and airworthiness
control of the item under consideration.
7.9 Originating source
All parts and materials used in the construction, servicing, maintenance, repair
and modification of civil aircraft must ORIGINATE from a CAAN APPROVED
SOURCE, or a source acceptable to CAAM.
7.9 Evidence of conformity

When stores are released, evidence must be provided that the said stores conform to the
requirements
This evidence, depending on the circumstances, will be in the form of:
 an APPROVED CERTIFICATE,
 an AIRWORTHINESS RELEASE CERTIFICATE/CAAM Form 1 (CERTIFICATE OF
CONFORMITY),
 FAA FORM 8130 / EASA Form 1
 as laid down in the relevant section of BCAR's and Airworthiness Notices.
In all cases the verifying document must bear the signature of an appropriately
authorised person.
7.9 Bonded Store
 All organisations concerned with the manufacture, maintenance, repair and overhaul
of civil aircraft must maintain a BONDED STORE.
 This store will contain ONLY those parts intended for aeronautical use and which have
been found to conform to all REQUIREMENTS.
 Only serviceable aircraft parts and components shall be kept here.
7.9 Quarantine Store

 All organisations concerned with the manufacture, maintenance, repair and overhaul
of civil aircraft must maintain a QUARANTINE STORE.
 On receipt, all parts must be placed in this store until it can be confirmed that they
meet ALL the standards required for transfer to the Bonded Store.
 The confirmation process will involve a scrutiny of the verifying document(s) and a
physical inspection of the item to ensure its serviceability.
7.9 Release Certificate Number
When parts are issued from the Bonded Store, the relevant incoming Authorised Release
certificate/Airworthiness Approval Tag SERIAL NUMBER must be quoted on all relevant
documentation, including, an entry made in the Aircraft or Engine LOG BOOK, when the
parts are eventually fitted to an aircraft. Now CAAM Form 1
7.9 Final User Responsibility

As clearly stated in the CAAM Airworthiness Notice No. 29, the final responsibility for
ensuring that parts originate from an approved source rests on the USER.
7.9 Recertification Of Stores

 From time to time, it is necessary to carry out inspections and tests on items held in
the Bonded Store to ensure that they remain serviceable.
 These tests may be carried out on items, which have a finite shelf life, such as flexible
pipelines
Re-certification of these items DOES NOT return the SHELF LIFE to zero.
All periods of shelf life are CUMULATIVE and the Part must be SCRAPPED when its FINITE
LIFE is reached, irrespective of how serviceable that Part may seem.
Authorised Release Certificate

7.10 MAINTENANCE DATA
The organisation shall hold and use applicable current maintenance data in the
performance of maintenance, including modifications and repairs.
In the case of maintenance data provided by an operator or customer, the organisation

shall hold such data when the work is in progress.
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 organization required to
publish such data
 Any applicable standard, such as but not limited to, maintenance standard
practices recognised by the Agency as a good standard for maintenance;
 Any inaccurate, incomplete or ambiguous procedure, practice, information
or maintenance instruction contained in the maintenance data must be
recorded and notified to the authorities by the organisation.
 The organisation may only modify maintenance instructions in accordance

with a procedure specified in the maintenance organisation's exposition.
 The changes should result in equivalent or improved maintenance standards

and shall inform the type-certificate holder of such changes.
 Maintenance instructions means instructions on how to carry out the

particular maintenance task: they exclude the engineering design of repairs
and modifications.
The organisation shall provide a common work card or worksheet system to be used
throughout relevant parts of the organisation.
In addition, the organisation shall either:

•transcribe accurately the maintenance data onto work cards or
•worksheets or make precise reference to the particular maintenance task or tasks
contained in the maintenance data
Work cards and worksheets may be computer generated and held on an electronic
database.
They should have:
 adequate safeguards against unauthorized alteration
 a back-up electronic database which shall be updated within 24 hours of any entry
made to the main electronic database.
 Complex maintenance tasks shall be transcribed onto the work cards or worksheets
and subdivided into clear stage so ensure a record of the accomplishment of the
complete maintenance task.
 Where the organisation provides a maintenance service to an aircraft
operator/customer who requires their own work card or worksheet system to be used
then such work card or worksheet system may be used.
 In this case, the organisation shall establish a procedure to ensure correct completion
of the aircraft operators' work cards or worksheets.

 The organisation shall ensure that all applicable maintenance data is readily available
for use when required by maintenance personnel.
 The organisation shall establish a procedure to ensure that maintenance data it
controls is kept up to date
 If the maintenance data is provided by the operator/customer, the organisation shall
obtain written confirmation from the operator/customer that all such maintenance
data is up to date.
 establish a method to circulate the information as necessary.
7.11 OCCURRENCE REPORTING (MCAR 2016 Reg 165 )
 The organisation shall report to the competent authority, the state of registry and
the organisation responsible for the design of the aircraft or component,
 any condition of the aircraft or component identified by the organization that has
resulted or may result in an unsafe condition that hazards seriously the flight safety.
 The internal occurrence reporting system shall: identify adverse trends, identify
corrective actions to address deficiencies.
 include evaluation of all known relevant information relating to such occurrences.
 establish a method to circulate the information as necessary.
 The organisation shall furnish the reports and ensure that they contain all pertinent
information about the condition and evaluation results known to the organisation.
 If the organisation is contracted by a commercial operator to carry out maintenance,
the organisation shall also report to the operator.
 The organisation shall produce and submit the reports as soon as practicable but in
any case within 48 hours of the incident.
7.12 CERTIFICATION OF MAINTENANCE

 A certificate of release to service shall be issued by appropriately authorised certifying
staff on behalf of the organization when it has been verified that all maintenance
ordered has been properly carried out by the organisation in accordance with the
procedures.
 A certificate of release to service shall be issued before flight at the completion of any
maintenance.
 New defects or incomplete maintenance work orders identified during the above
maintenance shall be brought to the attention of the aircraft operator for the specific
purpose of obtaining agreement to rectify such defects or completing the missing
elements of the maintenance work order.
7.12 CERTIFICATION OF MAINTENANCE
 A certificate of maintenance release shall be issued at the completion of any
maintenance on a component whilst off the aircraft.
 The authorised release certificate or airworthiness approval tag constitutes the
component certificate of release to service .
 When the organisation is unable to complete all maintenance ordered, it may
issue a certificate of release to service within the approved aircraft limitations.
 The organisation shall enter such fact in the aircraft certificate of release to
service before the issue of such certificate.
 If an aircraft is grounded at a location other than the main maintenance base due
to the non- availability of a component with the appropriate release certificate,
It is permissible, subject to the aircraft operator agreement, to temporarily fit a
component without the appropriate release certificate.
 Up to a maximum of 30 flight hours or until the aircraft first returns to the main
maintenance base, whichever is the sooner.
 Such components shall be removed by the above prescribed time limit unless an
appropriate release certificate has been obtained.
8.0 The Role Of CAA Malaysia As An
Aviation Regulatory Body
8.1 INTRODUCTION
 The safe conduct of air operations is achieved by an operator and CAAM working
in harmony towards a common aim.
 The functions of the two bodies are different, well defined, but complementary.
 The CAAM, working within the framework of law, sets and monitors the
standards.
 The operator complies with the standards through a competent management
structure.
8.1 Departments in CAAM Malaysia
CAAM Malaysia is headed by CEO and assisted by 2 deputy CEO.
Refer to CAAM organisation chart .

CAAM ORGANISATION CHART
CHIEF EXECUTIVE OFICER
DEPUTY CEO DEPUTY CEO

(REGULATOR) (OPERATIONS)
FLIGHT AIRWORTHINESS MANAGEMENT STRATEGIC MALAYSIAN REGIONAL

OPERATION DIVISION SERVICES AFFAIRS AVIATION OFFICE 1
DIVISION DIVISION ACADEMY (PENINSULAR)
DIVISION
FLGHT REGIONAL
AVIATION AERODROME FINANCE INTEGRITY CALIBRATION OFFICE 2
SECURITY MANAGEMENT UNIT DIVISION (SABAH)
STANDARDS
DIVISION DIVISION DIVISION
DIVISION
AIR TRAFFIC REGIONAL
LEGAL CORPORATE MANAGEMENT OFFICE 3
AIR ASVISOR DIVISION
COMMUNICATION (SARAWAK)
NAVIGATION OFFICE UNIT
SERVICES
DIVISION STRATEGIC
AFFAIRS KL ATCC
DIVISION
STRATEGIC
AFFAIRS CAAM KLIA
DIVISION
417
ADMINISTRATION
The one sector that relates to both CAAM 145 and CAAM 147
includes
2, Repair Stations – Investigation of Incidents and Defects, AMO/Repair Stations
ADMINISTRATION
CAAM issues Airworthiness Notices (AN), Guidance

Materials, Forms and Leaflets in order to address issues
towards the regulation of civil aviation apart from
carrying out audit, surveillance, investigations and
guidance for the aviation industry to promote a
sustainable safe and efficient civil aviation operations
8.1 AIRWORTHINESS SECTOR
FUNCTION
The Airworthiness Sector carries the regulatory function in respect of airworthiness
through the establishment of standards, recommended practices and guidelines,
and their enforcement as required by the Civil Aviation Act [CAA] 1969.
PROGRAMS
 The primary role of this Sector is to enhance and promote aviation safety through
effective and up-to-date airworthiness regulation and by encouraging industry to
deliver high standards of airworthiness.
 Airworthiness activities are regulated through various processes, taking into
consideration all aspects of the airworthiness which have an impact on aviation
safety.
8.1 AIRWORTHINESS SECTOR
ACTIVITIES
to enhance and promote aviation safety through effective and up-to-date airworthiness
regulation and Regulation processes include:
 registration of civil aircraft,
 certification of aircraft design and built standards,
 licensing of aircraft maintenance engineers,
 approval of relevant organizations, development of standards and
 safety investigation.
8.1 Airworthiness regulating activities:
Engineering
 Certification of aeronautical products.
 Issue of Airworthiness Directives.
 Approval of Modification and Repair.
 Approval of Design Organisations and Production Organisations.
Repair Stations
 Investigation of Incidents & Defects.
 Approval of Maintenance Organizations / Repair Stations
. Maintenance
 Initial Issue and Renewal of Certificate of Airworthiness.
 Approval of Aircraft Maintenance & Facilities.
 Continuing Airworthiness Maintenance.
 Investigation of Incidents & Defects

Engineers Licensing
 Examination of Engineers.
 Approval of Training Organizations.
 Licensing of aircraft maintenance engineers.
Standards
 Registration of all civil aircraft and aircraft mortgage.
 Develop and update standards, requirement and procedures.
 Analyse airworthiness data, including all occurrence reporting, service difficulties

reporting, malfunction and defects.
8.1 AIR TRAFFIC MANAGEMENT SECTOR
FUNCTION
 The Air Traffic Management Sector is responsible for the provision of
air traffic service for the safe and efficient conduct of flight within
Malaysian airspace pursuant to the Chicago Convention 1947.
 Air Traffic Service is a generic term which encompasses air traffic
control, advisory, flight information and alerting service.
PROGRAM & ACTIVITIES
The ICAO standard and recommended practices (SARPS) associated with the
responsibility of ATM sector are those contained in ;
 Annex 1 – Personnel licensing,
Annex 2 – Rules of the Air,
Annex 3 – Meteorological Service for International Air Navigation
Annex 4 – Aeronautical Charts,
Annex 5 – Units of Measurement to be used in Air and Ground Operations,
Annex 10 – Aeronautical Telecommunications
Annex 11 – Air Traffic Services,
Annex 12 – Search and Rescue,
Annex 14 – Aerodromes; and
Annex 15 – Aeronautical Information Services.
8.1 FLIGHT OPERATION SECTOR
FUNCTION
 The function of this Sector is to regulate flight operations activities inclusive of

aircrew licensing and air/ground operator certification.
 The Flight Calibration Division of this sector provides navigational aids calibration
services locally and regionally.
 PROGRAM AND ACTIVITIES
 Flight Crew Licensing is enforced upon pilots for various categories and type
ratings.
 This activity includes issuing, renewal and verification of pilots and flight engineers
licenses.
 Pilot licences processed are Private Pilot License (PPL), Commercial Pilot License
(CPL) and Airline Transport Pilot License (ATPL).
8.1 AIRPORT STANDARD DIVISION
FUNCTION
 The primary role of Airport Standards Division is to regulate aerodrome

activities in ensuring safe and efficient operations for public safety in the
vicinity of aerodromes.
ROGRAM & ACTIVITIES
The Airport Standards Division ensures that any aerodrome opened to public
transport operations shall meet the Annex 14 requirements in terms of facilities
and specifications.
8.1 AIR TRANPORT DIVISION
FUNCTION
The primary role of the Air Transport Division is to promote a sustainable,
economic and efficient air transport industry.
PROGRAMME & ACTIVITIES
Issuance of Air Service Licences, Air Service Permits and Dangerous

Goods Permits
• A license or permit is required for carriage of passengers, mail or cargo for
hire and reward.
• In coordination with the Flight Operations and Airworthiness Sectors, the
Division ensures that operators meet the requirements for an Air Service
Licence or an Air Service Permit.
• Issuance of Dangerous Goods Permits is coordinated with Flight Operations
Sector and Aviation Security Division.
8.1 AIRPORT TRAFFIC INSPECTORATE
FUNCTION
The BIT is the regulatory body that oversees the provision of ANS by the ANS
providers to ensure compliance with the national legislations, namely the Civil
Aviation Act 1969 and the Civil Aviation Regulations 2016, together with its related
ICAO Annexes to the Chicago Convention and ICAO Docs.
PROGRAMME & ACTIVITIES

The BIT develops and establishes the ANS standards, and performs safety oversight
and surveillance activities with the sole aim of regulating the ANS providers.
Bahagian Inspektorat Trafik Udara, or known as BIT)
ANS – Air Navigation Services

8.1 AVIATION SECURITY DIVISION
FUNCTION
The Aviation Security Division is responsible for safeguarding domestic and international
civil aviation against acts of unlawful interference, as guided by the ICAO Annexes 9, 17
and 18, as well as DOC 8973 and DOC 9284.
ROGRAM & ACTIVITIES

Aviation Security Programs are developed by relevant organisations to ensure that the
level of security measures within an airport and at vital installations satisfies national
laws and ICAO standards.
8.1 MALAYSIAN AVIATION ACADEMY
FUNCTION
The MAVA provides aviation related training to meet national and international needs;
 for operational and management personnel.

 The primary activities of MAVA are associated with Air Traffic Controllers training, which shall
observe international standards and up-to-date techniques.
 Conduct Part 66 examination leading to issue of AML.
 Other aviation related management courses will be conducted towards building MAVA as a
centre of excellence for training.
 MAVA also takes part in Malaysian Technical Cooperation Program (MTCP) and provides
training for international participants under ICAO’s umbrella.
8.1 MANAGEMENT SERVICES DIVISION
FUNCTION
The Management Services Division oversees the housekeeping of the
department, including finance, administrative, service matters and welfare of the
officers and staff.
Human Resource And General Administration Section manages service

matters such as appointment, resignation, job confirmation and pension.
8.1 LEGAL ADVISOR DIVISION
FUNCTION
This unit’s function is to advise DCA on legal matters that are associated with the
functionality of the department.
• Interpretation of Law
To assist DCA in interpreting relevant laws which are applicable in carrying out
DCA’s role in the aviation industry.
8.1 CAAM UPDATE
 KUALA LUMPUR, Nov 22 — The Department of Civil Aviation (DCA) is set to
be upgraded into a statutory body to be known as the Civil Aviation Authority
of Malaysia (CAAM) through the formulation of the 2016 Civil Aviation
Authority Bill.
 The Bill, among others, was formulated to meet the demand of the
International Civil Aviation Organisation (ICAO), which wanted all countries
which signed the Chicago Convention, to set up an autonomous civil aviation
authority to ensure the aspect of civil aviation safety would be efficiently
managed.
 The Bill will help Malaysia to ensure all businesses involving the civil aviation
industry meet the standards and safety requirements of international civil
aviation as fixed by ICAO.
 In addition, it will also play a role to regulate, coordinate and protect the civil
aviation industry from illegal disturbances and cooperate with any authority
responsible for investigating incidents involving aircraft.
 The Bill, among others, also authorises CAAM to develop and encourage
national civil aviation industrial development programmes, conduct research
and be involved in search and rescue operations (S & R).
8.1 CAAM UPDATE
 It provides for CAAM to be headed by a chief executive officer (CEO), who is
appointed on the advice of the minister of transport.
 Once passed, CAAM would have the freedom to attract and maintain qualified
technical staff to ensure Malaysia’s obligations in ensuring the safety of the
national civil aviation industry is in line with ICAO’s aspirations.
 Deputy Transport Minister when tabling the Bill in the Dewan Rakyat said the
second reading would be made in next year.
 He also tabled a Bill to amend the Civil Aviation Act 1969 which among others
is aimed at changing the designation of director-general to chief executive
officer in line with the new Bill on CAAM.
 The amendments in this Bill, among others, gives the minister of transport the
power to draw up regulations on safety in civil aviation, investigate mishaps
and serious aircraft incidents.
 The amendments also will allow raised the penalties for dangerous flight
offences and intrusions into licensed or government aerodromes.
9.0 Aircraft Certification, Document And
Maintenance
9.1 TYPE CERTIFICATE
The State of Design, upon receipt of satisfactory evidence that the aircraft type is in
compliance with the design aspects of the appropriate airworthiness requirements, shall
issue a Type Certificate to define the design and to signify approval of the design of the
aircraft type.
When a Contracting State, other than the State of Design, issues a Type Certificate for an
aircraft type, it shall do so on the basis of satisfactory evidence that the aircraft type is in
compliance with the design aspects of the appropriate airworthiness requirements.
A commercial transport aircraft will only be developed if the manufacturer finds that it is
profitable.
 The process starts with market surveys, discussion with potential airlines and world
economic forecasts.
 The proposal floated is called the “paper aircraft”.
 If the manufacturer decides to enter the market, engineering and manufacturing
studies are now done with the paper aircraft to ensure that the aircraft can be
operated economically and built cost-effectively.
 Component and engine vendors are now consulted; the “paper aircraft” is thus refined
in terms of its range and performance.
 As the “paper aircraft” design is finally agreed the aircraft design is said to be “frozen”.
 A typical aircraft is designed for a typical 30-year economic life.
 It involves the manufacturer and its partners’ huge sums of money.
 After this, the manufacturer begins discussions with their National Aviation Authority
to familiarize them with the impending project.
 This is advantageous to all parties as there is adequate time to define the project, brief
the participants on the design, begin development of a certification plan, and identify
issues.
Both parties are better able to forecast budgets and structure resources.
Issues will be resolved before they become problems.
9.1 Definition
 Type Certification validates the conformity of the design to the basis of certification.
 It applies to airplanes, power plants, and propellers.
 It may require up to 5 years for a new airplane design.
 It follows the Approved Design Standards and any additional conditions stipulated by
the National Airworthiness Authorities.
9.1 BASIS OF CERTIFICATION

The Basis of Certification is defined as all the required Airworthiness Standards needed
to be satisfied for the proposed design.
Both the manufacturer and National Airworthiness Authority agree on this.
It determines the:
 Airworthiness of the proposed aircraft
 Required maintenance activities of the proposed aircraft
 Type certification granting process flow
9.1 CONFORMITY
 Once the Basis of Certification has been established, the Type Certificate applicant
must demonstrate how the proposed aircraft conforms to the regulations and other
stipulated conditions agreed by National Airworthiness Authority.
 This normally in form of: Detailed engineering report
 Laboratory test data
 Demonstration of structure, systems and component reliabilities.
 The National Airworthiness Authority reviews and approves if found satisfactory.
9.1 FLIGHT TESTING

After conditions for conformity are satisfied, the first few of the proposed aircraft are
built.
These aircraft known as the prototype aircraft will be used for the manufacturer’s flight
testing programme.
The flight testing establishes:
 Flying qualities
 Flight limits
 Performance of systems and components In-flight crew procedures
After the completion of the manufacturer’s flight test programme, the

National Airworthiness Authority will conduct their flight test programme.
The National Airworthiness Authority may impose extra modification to the

manufacturer as a result.
The National Airworthiness Authority’s flight test programme will lead to the
aircraft Flight Certification.
When full conformity to the Basis of Certification has been demonstrated
the design is awarded a Type Certificate.
A Type Certificate includes:

 the type design,
 the operating limitations,
 the Type Certificate Data Sheet (TCDS),
 the applicable regulations, and
 any other conditions or limitations imposed.
9.1 FLIGHT TESTING
The certificate consists of:
 The Type Design which is “the entire body of data including the drawing system used
to define the airplane”.
 The Basis of Certification which defines the rules governing the certification that
define the airworthiness of the design.
 Substantiation, which is all of the conformity, flight test data, inspection results and
other documentation.
 Approved Airplane Flight Manual (AFM) which contains the operating limitations
imposed upon the type design.
 The Type Certification Data Sheet.
9.1 Changes to the Type Certificate
 Throughout the life of the airplane new design features are incorporated into the
model and will require certification.
 The majority of the changes that occur are simple inclusion of additional or
customized features. Type Certificates are amended when the change to the type
design is not so extensive as to require a new certificate.
 When changing the Type Certificate only those items or features in the design that
have not previously been certificated must go through the process.
9.2 Type Certificate Data Sheet

The Type Certificate Data Sheet (TCDS) documents the conditions and limitations
necessary to meet the airworthiness requirements.
The TCDS contains
9.3 Supplemental Type Certificate
A Supplemental Type Certificate (STC) is issued for major design changes to a
Type Certificate when the change is not so extensive as to require a new Type
Certificate.
Minor changes do not require an STC.
9.3 Supplemental Type Certificate
The Supplemental Type Certificate is additional to the aircraft Type Certificate.

Typical examples of STCs are:
 the installation of a new passenger interior, a new powerplant type, or
conversion of the airplane from a passenger to a freight airplane by installing a
main deck cargo door and cargo handling system.
 Supplemental Type Certificates are frequently very restrictive limits the design
change to specific airplane serial numbers not to the complete model series.
9.4 Certification Documents
 The manufacturer after obtaining the Type Certificate may produce the said aircraft
when a manufacturing approval is given.
 The aircraft coming out of the factories is now called series aircraft and is recognized
by aircraft fuselage serial number
 The manufacturer delivers the aircraft to the operator along with these documents
such as:
 A valid Certificate of Airworthiness
 An Approved Aircraft Flight Manual
 A current Weight and Balance Schedule
 An Approved Maintenance Schedule which contains instructions for
continuing airworthiness Airworthiness Directives compliance status
9.4 Noise Certification
• ICAO Annex 16 Vol. 1 – Environment Protection – Aircraft Noise. AN 9101
• This is an additional certification in addition to standard type certificate.
• It applies to FAR-25 jet-powered or otherwise subsonic transport aircraft.
• Small commuter propeller driven aircraft are exempted from these standards.
• Aircraft noise measurement is in EPNdB
EPN – Effective Perceived Noise

 Type of measurement for classification.
 Takeoff noise
 Approach noise
 Flyover noise (Sideline)
 Classification is also based on the number of engines.
9.4 Noise Categories
Noise measurement points :
Takeoff: 21,325 feet from the start of the takeoff roll on the extended centerline of the
runway.
Approach: 6562 feet from the threshold on the extended centerline of the runway.
Sideline: On a line parallel to and 1476 feet from the extended centerline of the runway
where the noise after lift-off is greatest.
Aircraft Noise Level Classification:
Stage 1
Stage 2
Stage 3
Stage 4
Stage 1
A Stage 1 noise level means a take-off, flyover, or approach noise level greater than the
Stage 2 noise limits.
These aircraft are the noisiest and are effectively banned globally.
Stage 2
Takeoff: 108 EPNdB for maximum weights of 600,000 lb or more, reduced by 5 EPNdB
per halving of weight down to 93 EPNdB for 75,000 lb or less.
Sideline and approach: 108 EPNdB for maximum weights of 600,000 lb or more,
reduced by 2 EPNdB per halving of weight down to 102 EPNdB for 75,000 lb or less.
Stage 3
Takeoff: Airplanes with:
More than three engines 106 EPNdB for maximum weights of 850,000 lb or more,
reduced by 4 EPNdB per halving of weight down to 89 EPNdB for 44,673 lb or less.
Three engines: 104 EPNdB for maximum weights of 850,000 lb or more, reduced by 4
EPNdB per halving of weight down to 89 EPNdB for 63,177 lb or less.
One or two engines: 101 EPNdB for maximum weights of 850,000 lb or more, reduced
by 4 EPNdB per halving of weight down to 89 EPNdB for 106,250 lb or less.
Stage 3
Sideline: Regardless of number of engines: 103 EPNdB for maximum weights of 882,000 lb or
more, reduced by 2.56 EPNdB per halving of weight down to 94 EPNdB for 77,200 lb or less.
Approach: Regardless of number of engines: 105 EPNdB for maximum weights of 617,300 lb
or more reduced by 2.33 EPNdB per halving of weight down to 98 EPNdB for 77,200 lb.
Stage 4 noise limit level is more stringent which restricts to much quieter than stage 3.
10 decibels (dB) quieter than Stage 3 – It applies to new aircraft designs submitted on or after
7/5/05.
Noise measurements are mapped and form the aircraft noise footprint.
The aircraft noise footprint is made up of contours of equal-intensity sound measurements.
9.4 Noise Categories MCAR 2016 Reg 44
Regulation 44 – Noise Certificate
An aircraft shall not land or take-off in Malaysia unless:
There is in force in respect of that aircraft a noise certificate which is: Deemed to
be issued by the Director General of Civil Aviation.
Issued or validated by the competent authority of the State in which the aircraft is
registered; or
Issued or validated in pursuance of Annex 16 by the competent authority of the

state in which the aircraft is registered; and
All conditions subject to which certificate was issued are compiled with.
Regulation 44 – Noise Certificate

Where the manufacturer of an aircraft that engages in air navigation has included in the
flight manual for the aircraft a statement to the effect the aircraft:
Conforms with the relevant standards in respect of noise contained in Annex 16; or
Complies with the requirements of a Contracting States relating to the control of aircraft
noise, they shall be deemed to have been issued under sub-regulation (1) a noise
certificate in relation to that aircraft
Noise Certificate
Means a certificate issued or validated or other document approved by the competent
authority of a State to the effect that the aircraft, to which the certificate or other
document relates, complies with the applicable noise certification requirements in force
in that state.
CAA Malaysia complies to current changes in ICAO Annex 16.
Noise certification level must achieve Stage 4 Noise Level from previously accepted Stage
3 Noise Level.
9.4 Noise Categories
DCA Airworthiness Notice 9101 – Statement Attesting Noise Certification.
 SANC is issued by the DCA Airworthiness Division declaring regulatory compliance
with the standards and recommended practices prescribed in ICAO Annex 16 Vol. 1 –
Aircraft Noise Certification.
 Noise certification level must achieve Stage 4 Noise Level from previously accepted
Stage 3 Noise Level.
 All Malaysia registered aircraft conducting international air navigation shall carry
onboard the aircraft the Statement Attesting Noise Certification (SANC)
9.4 Approval of Modification (AN78 )
 Modifications are changes made to a particular aircraft, including its components, engines,
propellers, radio apparatus, accessories, instruments, equipment, and their installations.
 Substitution of one type for another when applied to components, engines, propellers, radio
installation, accessories, instruments and equipment, is also considered to be a modification.
 A repair, the design of which has not been approved under the Type Certification process, must
be treated as a modification.
9.4 Requirements
It must be ensured that the proposed modification can be incorporated to the subject aircraft or its
components
The interrelationship between the modification and any other modification(s) incorporated will not
adversely affect the airworthiness of the modified product.
Inspection of appropriate documents of the aircraft or its components (such as log books and
modification record book) is necessary to determine the status or history of the subject aircraft or
its components.
Modifications contained in STC (FAA), STC (JAA) or AAN (UK), which is classified as OEM
Data, need not be submitted for approval.
9.4 Approved OEM (Original Manufacturer’s) Originated Data
 Modifications which may be incorporated directly provided the instructions
and limitations of these are strictly followed:
 Modifications contained in STC (FAA), STC (JAA) or AAN (UK), which is
classified as OEM Data, need not be submitted for approval.
 Modifications contained in Service Bulletins approved by the authority for
State of Design, which are classified as OEM Data, need not be submitted for
approval.
 Any deviation from the Approved Data shall be considered as a new
modification.
DATA PACKAGES
 The data package for the modifications shall include information pertaining
to the operational limitations,
 weight & balance changes,
 Flight Manual Supplements and
 amendments to the Illustrated Parts Catalogue (IPC) and
 Maintenance Manual.
9.4 Approved Non-OEM Originated Data

 Approved Data, which are classified as Non-OEM Data, must be
submitted to CAAM for review and approval to ensure that they are
applicable and suitable for incorporation on the aircraft.
 These modifications may be in the form of STC (FAA), STC (JAA) or AAN
(UK).
9.4 DATA PACKAGES
The review ensures that the data package for the modifications is complete and
includes information pertaining to the operational limitations, weight & balance
changes, Flight Manual (FM) Supplements and amendments to the Illustrated
Parts Catalogue (IPC) and Maintenance Manual (MM).
9.4 Major Modifications
These are changes that have appreciable effect on the ;
 weight, balance, structural strength, reliability, operational characteristics, or
 other characteristics affecting the airworthiness of the product. or
 are not done according to accepted practices or cannot be done by elementary
operations or
 require the particulars given in the Certificate of Airworthiness, or associated
documents, be amended, even though no physical change to the product is
involved.
9.4 DATA PACKAGES DATA
All major modifications shall be approved by CAAM.
Application for major modifications shall only be made by a DOA via the SOC form,
signed by an approved signatory.
DESIGN ORGANISATION APPROVAL (DOA)
An organisation that is approved by CAAM for design activities.
STATEMENT OF COMPLIANCE (SOC)

A form used as the top-level document for the data package.
SOC form shall be signed by a Design Approval signatory or authorised person.
The SOC form is available from CAAM.
A Certification of Compliance Document (CCD) shall also be required for major
modifications but it is not required for repair schemes
CERTIFICATION COMPLIANCE DOCUMENT (CCD)
A controlled document which addresses each applicable section of the regulations.
An acceptable format is available from the CAAM as a sample.
9.4 Minor Modifications
 These are changes other than major modifications.
 At an early stage of the design of a modification, brief particulars shall be provided to
CAAM so that the modification may be classified and certification basis may be defined.
 All minor modifications shall be approved by CAAM, either directly, or through the
modification procedures of a DOA.
 When the design of the modification is undertaken by other than a DOA, a SOC shall be
completed, signed by an authorised person of the organisation and submitted to CAAM.
9.4 Common Procedures for Major and Minor Modifications

 The applicant shall ensure that the proposed modification is such that the design of the
aircraft, when modified, complies with the following:
 The requirements in force at the time the aircraft type were originally certified.
Regulatory and design requirement that have been amended since the issue of the initial
Type Certificate will also be considered.
 Any other requirements as the CAAM may notify, in writing, in respect of the aircraft
design Design drawings shall bear a descriptive title, drawing number, issue number
and date of issue.
 Alterations to drawings shall be made in accordance with a drawing amendment
system (for design records purposes).
 All relevant design information, drawings and test reports shall be kept for CAAM.
(design records shall not be destroyed without CAAM authorisation).
 Information concerning the conditions of acceptance of modifications previously
approved by CAAM may be made available by CAAM on request.
 This does not apply to design information, including drawings and test reports; which
are confidential documents
9.4 Review of Modifications
CAAM may conduct compliance inspections and witness tests to
establish the compliance of the modification to the applicable regulations.
9.4 Effecting a Modification

 After a modification is carried out, a certificate of maintenance release shall be
issued and details recorded in the appropriate logbooks.
 For aircraft above 2730 kg, details should also be recorded in an approved
Modification Record Book.
 Engines and variable pitch propellers are exempted from this procedure
 The Modification Record Book forms a part of the aircraft maintenance records.
 A Modification Record Book of an imported aircraft is acceptable if certified by
originating country’s Airworthiness Authority.
9.4 Design Organisation Approval
 An organisation responsible for the design of products, parts and appliances or
for changes or repairs,
 shall hold a design organisation approval, issued by CEO of Civil Aviation
(CEO) Eligibility
 Any organisation engaged or intending to engage in, any stage of design, of
aircraft, engine, propeller or aircraft part or appliance shall be eligible as an
applicant for a DOA.
9.4 Design Organisation Approval Application
Each application for DOA shall be made in a form and manner established by CEO and
shall include a draft of the Design Organisation Manual (DOM)
9.4 Design Assurance System
The design organisation shall establish and maintain a design assurance system for the
control and supervision of the design, and of design changes, of products, parts and
appliances.
This design assurance system enables the organisation to:
 ensure that the design complies with the applicable type-certification basis and
environmental protection requirements;
 ensure that its responsibilities are properly discharged
 monitor the compliance with, and adequacy of the documented procedure of the
system.
 This monitoring shall include a feed-back to a person having the responsibility to
ensure corrective action.
DATA
The design organisation shall furnish a DOM to the DGCA describing, directly or by cross-
reference, the organisation, the facilities, the relevant procedures and the products or
changes to products to be designed.
9.4 Duration and Continued Validity
 A DOA is issued for a period of one year.
 It will be renewed upon satisfactory CAAM annual audit and acceptance of annual
renewal fee .
 Upon surrender or revocation, the certificate shall be returned to CAAM
 It shall remain valid as stated in the certificate unless;
 the design organisation fails to comply with the applicable requirements; or
CAAM is prevented by the holder to perform any investigations to determine
compliance with the requirements
 the design assurance system cannot maintain satisfactory control and supervision of
the design of products or
 the certificate has been surrendered or revoked by CAAM
9.4 Privileges
The holder of a design organisation approval shall be entitled to perform design activities
within its scope of approval:
 To classify modifications and repairs as “Major‟ or “Minor”
 To approve minor modifications and minor repairs.
 To issue information or instruction containing the following statement: “The technical
content of this document is approved under the authority of the DOA Approval No.
xxxxxx”.
 To approve documentary changes to the aircraft flight manual, and issue such changes
containing the following statement: “Revision no. xxxxxxx to the AFM is approved
under the authority of the DOA Approval No. xxxxxx”.
 To prepare and submit data packages for major modifications and major repair.
 To enter into arrangements acceptable to CAAM for the production of approved designs
by organisations acceptable to CAAM
9.4 PRODUCTION CERTIFICATION
Only Production Certificate holders may manufacture the approved Type Certificate or
Supplementary Type Certificate design.
Production Certificate may be issued to;
1. Type Certificate holder.
2. Supplementary Type Certificate holder.
3. Licensee
It is not transferable.
It is only awarded if the organisation has an approved:
 Administrative system.
 Drawing system.
 Quality control system. Adequate production facility.
The Quality Control should oversee the Production Certificate holder’s:
 Material review board.
 Inspection programme
The Production Certificate holder may:
 Produce duplicate parts.
 Perform repairs to produced aircraft/parts if so authorized.
9.4 Aircraft Flight Manual

 Malaysian-registered aircraft must have a valid Certificates of Airworthiness (C. of A.)
 the Aircraft Flight Manual (AFM) forms part of an aircraft’s (C. of A.) .
 the Aircraft Flight Manual (AFM) must be carried by Malaysian aircraft.
9.4 . Definitions
Aircraft Flight Manual (AFM) is a manual:
containing limitations within which the aircraft is to be considered airworthy, and
instructions and information necessary to the flight crew members for the safe operation
of the aircraft.
9.4 Applicability
Any Malaysian registered aircraft that is issued a Certificate of Airworthiness (C of A) shall
include an Aircraft Flight Manual (AFM).
9.4 Approval of Aircraft Flight Manual (AFM)

 The AFM shall be reviewed by the Operator to determine that it is current, up-to-date .
 The AFM shall contain limitations, instructions and information necessary to the flight
crew members for the safe operation of the aircraft.
 Upon satisfactory review by the Operator, the AFM is submitted for CAAM Airworthiness
Division’s approval.
 In respect of aircraft of which Malaysia is the State of Design, the proposed AFM shall be
accompanied with CAAM’s Statement of Compliance (SOC) for CAAM Airworthiness
Division’s approval.
9.4 Amendments of Aircraft Flight Manual (AFM)
 AFM shall be amended by implementing changes made by CAAM.
 Amendments originating from the State of Design and approved by the authority of the
State of Design, may not require CAAM’s approval.
 Amendments by an AFM’s Listing of documents/ supplements to be inserted. Two (2)
copies shall be submitted for CAAM Airworthiness Division’s approval.
9.4 Amendments of Aircraft Flight Manual (AFM)

 Amendments of the AFM originating from the Operator shall be accompanied by List of
Effective Pages, Change Sheets and/ or Supplements.
 The two documents shall be submitted for CAAM Airworthiness Division’s approval.
 For aircraft, which Malaysia is the State of Design, the proposed AFM amendments shall
be accompanied with CAAM’s Statement of Compliance (SOC) for CAAM Airworthiness
Division’s review and approval.
9.4 ADDITIONAL REQUIREMENTS FOR EXISTING AOC HOLDERS OR
NEW AOC APPLICANTS
They shall develop organization procedures to ensure that:
 The approval of AFM is adequately documented.
 The AFM amendments/changes made by CAAM are adequately documented.
 The above-mentioned procedures are documented prior to CAAM’s review of
an AOC application, or arising from changes within an AOC holder’s operation.
9.4 Copies of Approved AFM

The Operator shall provide CAAM Airworthiness Division with a current and up-to-
date Approved AFM of the aircraft they operate for C of A issue or renewal.
9.4 WEIGHT AND BALANCE
Every aircraft including gliders in respect of which a certificate of airworthiness is in force
shall be weighed, and the position of its centre of gravity shall be determined, at such
time and in such manner as CEO may require.
9.4 Definitions:
i.Basic Weight
ii.Basic Equipment
iii.Variable Load
iv.Disposable Load
Basic Weight
• Basic Weight is the weight of the aircraft and all its basic equipment, plus the
declared quantity of unusable fuel and unusable oil.
• For turbine-engined aircraft less than 5700 kg Maximum Total Weight Authorized, it
may also include the weight of usable oil.
Basic Equipment
Basic Equipment is the inconsumable fluids, and the equipment, which is common to all
roles for which the Operator intends to use the aircraft.
Variable Load
Variable Load is the weight of the crew, of items such as the crew’s baggage, removable
units, and other equipment, the carriage of which depends upon the role for which the
Operator intends to use the aircraft for the particular flight.
Disposable Load
Disposable Load is the weight of all persons and items of load, including fuel and other
consumable fluids, carried in the aircraft, other than the Basic Equipment and Variable
Load.
Total loaded weight = Basic Weight + Variable Load + Disposable Load, which are to
be carried for the particular role for which the aircraft is to be used.
9.4 Weighing Report
Aircraft with MTWA exceeding 5700 kg, shall be:
 reweighed within two years after the date of manufacture,
 and subsequent check weighing shall be made at intervals not exceeding five years,
and at such times as CAAM may require.
 A Weight and Balance Report shall be produced for each Prototype, Variant and Series
aircraft.
9.4 Weighing Report

Aircraft with MTWA less than 5700 kg shall be re-weighed at such times as CAAM may
require Weight and Centre-of-Gravity Schedule is produced.
For aircraft, with MTWA less than 2730 kg, either:
 a Weight and Centre-of-Gravity Schedule, or

 a Loading and Distribution Schedule shall be produced as appropriate.
 When an aircraft is weighed, the condition of the aircraft (i.e. the equipment and
other items of load such as fluids in tanks) shall be recorded.
 The equipment installed should not differ from that included in the declared list of
Basic Equipment associated with the Weight and Centre-of-Gravity Schedule or the
Loading and Distribution Schedule as appropriate.
 The Basic Weight and the corresponding CG. position shall be determined and
entered in the Weight and Center-of-Gravity Schedule or in the Loading and
Distribution Schedule as appropriate.
 A Weighing Record containing records of the weighing and the calculations involved
shall be made available to the DCA, and the Operator shall retain such records.
 When the aircraft is again weighed the previous Weighing Record shall be retained
with the aircraft records
The weight schedule shall be preserved by the operator of the aircraft for a period of
six months following the next weighing
9.4 MASTER MINIMUM EQUIPMENT LISTS (MMEL)
During type certification, the agreement between manufacturer and the
Airworthiness Authorities formalizes the Minimum Equipment as the Master
MEL or MMEL.
The principal criteria used when adopting an MMEL item are that:
 An acceptable level of safety is assured after considering subsequent failure of the
next critical component within a system.
 Any interrelationships between allowed inoperative items do not compromise safety.
 Once adopted, a list is subject to periodic revision.
 As operating experience is gained, revisions arise from needs from individual
operators petitioning the Airworthiness Authority.
There is no defined revision cycle.
9.4 DEFINITIONS
 Master Minimum Equipment List (MMEL)
 Minimum Equipment List (MEL)

 Master Minimum Equipment List (MMEL)
 A list established for a particular aircraft type by the organization responsible for the
type design with the approval of the State of Design containing items, one or more of
which is permitted to be unserviceable at the commencement of a flight.
Minimum Equipment List (MEL)

 A list, which provides for the operation of aircraft, subject to specified conditions, with
particular equipment inoperative, prepared by an operator in conformity with, or
more restrictive than, the MMEL established for the aircraft type
9.4 APPLICABILITY
 Any operator of Malaysian registered aircraft having a MMEL and is involved in public
transport/aerial work operations shall develop a MEL (based upon the MMEL).
9.4 Items of Aircraft Equipment Not Addressed by MMEL
Items of aircraft equipment not addressed by MMEL shall include equipment as required by
CAR, CAAM Airworthiness Notices (AN) and CAAM Aeronautical Information Circulars (AIC).
NOTE:
The MEL shall also address any related equipment or systems modifications to Malaysian
registered aircraft.
9.4 Inoperative Equipment

An aircraft shall not take off with any inoperative equipment unless the approved
Operator’s MEL specifically allows that affected equipment’s deficiency.
9.4 MAINTENANCE, REPAIR AND OVERHAUL MANUAL

 Manuals are required as a part of Instructions for Continued Airworthiness
requirement of the Type Certificates/Supplementary Type Certificates of the aircraft.
 The Instructions for Continued Airworthiness will determine the required number of
manuals required.
A broad listing of manuals are as follows
Maintenance Manuals (MM)
 The primary reference tool for the LAE working on aircraft.
 Airframe MMs cover an aircraft and all equipment installed on it.
 Powerplant MMs cover areas of the engines that are not dealt within the airframe manual.
 This manual is compiled by the manufacturer’s design office
 MMs provide information on routine servicing, system descriptions and functions,
handling procedures, and component removal and installation.
 MMs also contain basic repair procedures and troubleshooting guides for common
malfunctions.
 Maintenance information presented in these manuals is considered acceptable data by
CAAM, and may be approved data for the purpose of major repairs and alterations
Overhaul Manual (OHM)
OHMs contain information on the repair and rebuilding of components that can be
removed from an aircraft.
These manuals contain multiple illustrations showing how individual components are
assembled as well as list individual part numbers.
Illustrated Parts Catalogue (IPC)
IPCs show the location and part numbers of items installed on an aircraft.
They contain detailed exploded views of all areas of an aircraft to assist the technician in
locating parts.
Approved parts are controlled here provided it is current and not superseded by
mandatory instructions.
Wiring Diagram Manual (WDM)
The majority of aircraft electrical systems and their components are illustrated in
individual wiring manuals.
Wiring manuals contain schematic diagrams to aid in electrical system troubleshooting.
They also list part numbers and locations of electrical system components.
9.4 STRUCTURAL REPAIR MANUAL (SRM)
For repair of serious damage, structural repair manuals are used.
These manuals contain detailed information for repair of an aircraft's primary and
secondary structure.
The repairs described in a structural repair manual are developed by the manufacturer's
engineering staff, and thus are usually considered approved data by CAAM.
9.5 SERVICE BULLETINS (SB) AND SERVICE NOTES
One way manufacturers communicate with aircraft owners and operators is through
service bulletins and service notes.
Service bulletins are issued to inform aircraft owners and technicians of possible design
defects, modifications, servicing changes, or other information that may be useful in
maintaining an aircraft or component.
On occasion, service bulletins are made mandatory and are incorporated into
airworthiness directives to correct an unsafe condition.
9.6 DOCUMENTS TO BE CARRIED BY MALAYSIAN AIRCRAFT

An aircraft shall not fly unless it carries the documents which it is required to carry under
the law of State in which it is registered.
A Malaysian registered aircraft shall carry documents in accordance with the MCAR 2016
Reg 161…
If the flight is intended to begin and end at the same aerodrome and does not pass over
the territory of any other State, the documents may be kept at that aerodrome instead of
being carried in the aircraft.
MCAR 2016 Reg 161 details the documents required to be carried by
Malaysian aircraft flying for different purposes.
The documents quoted
 aircraft radio station installed in the aircraft, and the current
telecommunication log-book required
 the certificate of airworthiness in force in respect of the aircraft.
 the licences of the members of the flight crew of the aircraft
 Certificate of registration
10.0 Requirement For Continuing Airworthiness
10.1 CONTINUING AIRWORTHINESS
 To maintain the integrity of the design features and to ensure that the aircraft systems
continue to meet the specified standards,
 operators are required to review its maintenance procedures and address all aspects of
continuing airworthiness.
 As part of the application for airworthiness approval, the operator should submit an
amendment to the aircraft Maintenance Schedule (MS).
 The MS amendment must be traceable to the Maintenance Planning Document (MPD),
or any equivalent document issued by the aircraft manufacturer.
 The basis for certification should be stated in the Aircraft Flight Manual (AFM), together
with any system limitations.
 The AFM shall also provide the appropriate system operating and emergency procedures
applicable to the equipment installed.
 Operator should demonstrate that adequate maintenance facilities are available to ensure
continued compliance with the RVSM maintenance requirements.
 Operator should ensure that all appropriately licensed engineers and/or approval holders
are adequately trained.
10.1. CONTINUING AIRWORTHINESS
 Operators who engage maintenance contractors for maintenance of their
aircraft must ensure that the maintenance contractors are capable and their
personnel appropriately trained.
 Continuing airworthiness covers all of the processes to ensure that the
aircraft complies with the airworthiness requirements in force and is in a
condition for safe operation.
 To maintain the integrity of the design features and to ensure that the
aircraft systems continue to meet the specified standards,
 operators are required to review its maintenance procedures and address
all aspects of continuing airworthiness.
10.1 DOCUMENTS
The following documents shall be reviewed as appropriate for airworthiness approval:
 Maintenance Manual
 Structural Repair Manual Standard Practices Manual
 Illustrated Parts Catalogue
 Maintenance Schedule MMEL / MEL
 Flight Manual / Flight Manual Supplement
The above documents must be revised and/or updated and available for each aircraft
type.
10.1 RESPONSIBILITIES
 The owner is responsible for the continuing airworthiness of an aircraft and shall
ensure that:
 The aircraft is maintained in an airworthy condition,
 All operational and emergency equipment is correctly installed and serviceable,
 The airworthiness certificate remains valid,
 The maintenance of the aircraft is in accordance with the approved maintenance
programme,
 Any person or organisation performing maintenance shall be responsible for the
tasks performed.
 When the aircraft is leased, the responsibilities of the owner are transferred to the
lessee if:
 The lessee is stipulated on the registration document, or;
 Detailed in the leasing contract.
Commercial air transport, the operator shall be responsible Accomplished by the

pilot-in-command
Pre-flight inspection
This inspection must be carried out by the pilot or another qualified person
Need not be carried out by an approved maintenance organisation or by Part-66
certifying staff.
 The owner of an aircraft may contract the tasks associated with continuing airworthiness
to an approved Continuing Airworthiness Management Organisation (CAMO)
 In this case, the CAMO assumes responsibility for the proper accomplishment of these
tasks.
 An owner who decides to manage the continuing airworthiness of the aircraft under its
own responsibility, may make a limited contract with an approved CAMO for the
development of the maintenance programme and its approval.
 In this case, the limited contract transfers the responsibility for the development and
approval of the maintenance programme to the contracted CAMO.
 In the case of large aircraft, the owner of an aircraft shall ensure that the tasks
associated with continuing airworthiness are performed by an approved CAMO.
 A written contract shall be made. the CAMO assumes responsibility for the proper
accomplishment of these tasks.
 Maintenance of large aircraft, aircraft used for commercial air transport and
components thereof shall be carried out by a Part-145 approved maintenance
organisation.
10.2 PROCEDURE FOR C of A RENEWAL (AN 2 )
 Certificate of Airworthiness renewal application (Form JPA-AP2), together with the appropriate
fees must have been completed and received by CAAM.
 Submission to CAAM of the pro-forma by organisation/person approved by, or acceptable to
CAAM at least 30 days before the aircraft and aircraft records are presented for inspection.
 The applicant shall made available the aircraft and aircraft records including the required
Airworthiness Flight Test Report and associated load sheet and CMR for CAAM inspection.
 All work required to be done on the aircraft for the renewal of the C of A shall be carried out
under the supervision of organisation/person approved by, or acceptable to CAAM.
 All particulars of the work done shall be entered in the appropriate log book or in a separate
maintenance record which shall be numbered for identification purposes and a maintenance
release (CRS-SMI/BMR) shall be issued.
 A CMR shall be issued in accordance to the requirements of CAAM and a copy to be placed
onboard the aircraft.
 The applicant shall determine and provide a weighing report including any weight change record
and a weight and CG Schedule of the aircraft.
 The applicant shall provide the necessary personnel and equipment to facilitate the required
inspections by CAAM.
10.2 PRO-FORMA FOR C OF A ISSUE AND RENEWAL
 Appendix 1 to AN2 provides details of the minimum information which must be
included in the pro-forma associated with Certificate of Airworthiness issue and
renewal.
 Operators/Maintenance Organisations are encouraged to present their proposed
pro-forma for comment by the Airworthiness Division before printing.
10.2 C OF A AND ITS VALIDITY
 The Certificate of Airworthiness shall reflect the airworthiness design code to
which the aircraft type was certified and its validity shall not exceed a period of
12 months.
10.2 AIRCRAFT WITH EXPIRED C OF A
 Aircraft for which the Certificate of Airworthiness has expired for more than 1 year
is considered INACTIVE.
10.3 MAINTENANCE SCHEDULE / PROGRAMME
 CAAM AN89 explains the requirements of maintenance schedule to operators or
aircraft owners as required by the Regulation 31 CAR 2016
 An aircraft will not be issued or renewed with Certificate of Airworthiness unless it is
maintained in accordance with the approved maintenance schedule / program, to
which it applies.
10.3 REQUIREMENTS
A maintenance schedule/ AMP is a document which describes:
 the specific scheduled maintenance tasks and
 their frequency of completion and other procedures related to the accomplishment of the
program,
 necessary for the safe operation of the aircraft and to ensure that the airworthiness of the
aircraft is preserved on a continuing basis.
 It is mandatory for an operator to provide an approved maintenance schedule for use and
guidance to maintenance personnel and operational personnel concerned,
 Copies of all approved amendments to the maintenance schedule shall be furnished
promptly to organization and personnel responsible for maintenance of the aircraft.
10.3 REQUIREMENTS
The following information shall be included in the approved maintenance
schedule/ AMP for each aircraft type:
1. Maintenance tasks and intervals at which this must be performed, taking
into account the anticipated utilization of the aircraft.
2. When applicable, continuing structural integrity program and / or
corrosion control program.
3. Procedures for changing or deviating from (1) and (2), where required.
4. When applicable, condition monitoring and reliability program
description for aircraft systems, components and powerplants.
5. Maintenance task and interval that have been specified as mandatory by
the manufacturer shall be identified as such.
1. Operators are required to base the maintenance schedule on the
maintenance program and recommendations of the manufacturer and
where necessary, any applicable operating experience.
2. . Operators are required to review the Continuing Airworthiness
Information and consider the applicability to the aircraft type operated.
3. In this respect, the requirements of Airworthiness Directives or
Alert/Mandatory Service Bulletin must be implemented, as applicable.
4. Operators must take into account the Human Factor Principles, when
designing and applying the maintenance schedule.
10.3 APPLICABILITY
An operator, AOC Holder or aircraft owner shall submit to CAAM a maintenance
Schedule/ AMP, for approval before intending to operate any aircraft.
10.3 MINIMUM EQUIPMENT LIST (MEL)

 Minimum Equipment List Approval Process
 The MEL shall be prepared by the Operator and shall be more restrictive than the approved
 MMEL for the same aircraft type.
 The Operator shall submit two (2) copies of the MEL to CAAM Airworthiness Division for
review and approval.
 Upon satisfactory review of the Operator’s MEL, DCA Airworthiness Division shall approve
the MEL by endorsing the MEL’s List of Effective Pages (LEP).
10.4 MANDATORY REPORTING MCAR 2016 Reg 165
Any incident relating to an aircraft in respect of:
 defect
 malfunctioning of an aircraft or any of its parts or equipment,
 malfunctioning of facility on the ground used in the operation of an aircraft,
That could endanger, or which if not corrected would endanger the aircraft,
its occupants, or any other person
 is a “Reportable Occurrence”
10.4 PROCEDURES
Reportable Occurrence can be made by a person who;
 is the operator or the commander of a Malaysian registered aircraft

carries on the business of manufacturing, repairing or overhauling any aircraft or any
equipment or part thereof,
 a LAME or a Company Approval holder is the licensee of a licensed,
 The person who is making the report should;
make a report to CEO of any reportable occurrence of which he knows within 48 hours
in writing,
 CEO may require any person to furnish any information which relate to any reportable
occurrence which has reported to CEO by serving a written notice to the person.
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10.5 Accidents and Incidents
 Aircraft Accidents (CAR 2016 REG 183 )
 International Civil Aviation Organization (ICAO) definition of an ACCIDENT
 (Annex 13 - Aircraft Accident Investigation) :
 An occurrence associated with the operation of an aircraft which takes place between the time the
person boards the aircraft with the intention of flight until such time as all such persons
have disembarked, in which;
1) a person is fatally or seriously injured as result of :
 a person is fatally or seriously injured as result of being in the aircraft
 direct contact with any part of the aircraft, including parts which have
become detached from the aircraft, or
 direct exposure to jet blast.
Except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or
when the injuries are to stowaways hiding outside the areas normally available to the passenger and crew,
2) the aircraft sustains damage or structural failure which :

 adversely affects the structural strength, performance or flight characteristics of the aircraft and,
 would normally require major repair or replacement of the affected component
 Except for engine failure or damage, when the damage is limited to the engine, its
cowling or accessories; or for damage limited to propellers, wing tips, antennas,
tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or
3) the aircraft is missing or is completely in accessible
NOTE 1 : A fatal injury is an injury in death within thirty days of the accident.
NOTE 2 : A serious injury is one which :
 requires hospitalization for more than 48 hours, commencing within seven days from
the date the injury received; or
 result in fracture of any bone (except simple fractures of fingers, toes or nose); or
 involves lacerations which cause severe hemorrhage, nerve, muscle or tendon

damage, or
 involves injury to any internal organ; or

 involves second or third degrees burns, or any burns effecting more than 5 percent of
any body surface.
10.5 Aircraft Incidents CAR 2016 REG 183
International of Civil Aviation Organization (ICAO) definition of an INCIDENT. ANNEX 13
An occurrence, other than an accident, associated with the operation of an aircraft, which
affects or could affect the safety of operation.
Events as incidents :
 Flight control system malfunction or failure.
 Inability of any required crewmember to perform normal flight duties as a result of
illness or injury.
 Failure of structural components of a turbine engine excluding compressor and turbine
blades and vanes.
 In-flight fire.
 Mid-air collision (not otherwise classified as accident)
For large, multi-engine aircraft :

 In-flight failure of electrical system requiring sustained use of an emergency bus to
retain flight controls or essential instruments.
 In-flight failure of hydraulic systems that result in sustained reliance on the sole
remaining hydraulic or mechanical system, for movement of the flight control surfaces.
 Sustained loss of power or thrust produced by two or more engines.
 Evacuation of an aircraft using emergency egress systems.
 All in-flight fire.
 Massive fuel leakage.
 Loss of thrust sufficient to prevent maintaining level flight at a safe altitude.
 Emergency of precautionary landing of a single engine aircraft or helicopter with
imminent or rotor system failure confirmed after landing.
 Unselected propeller or thrust reversal.
 Engine flameout, failure or emergency shutdown (any two engine on aircraft with three
or more engines).
 Flight control malfunction.
 Spillage or leakage of radioactive, toxic, corrosive, or flammable material from aircraft
stores or cargo.
 Loss of pitot-static instruments or all gyro-stabilized attitude indications.
 Departure from runaway or helipad.
 Physiological mishaps such as hypoxia, decompression sickness, loss of consciousness,
10.6 AGING SYSTEMS PROGRAMS
 The FAA is presently engaged to identify aging issues with aircraft and systems and
the possibility of requiring additional checks and inspections.
 Many factors lead to aeroplane aging, among them being fatigue, corrosion, creep
and fretting.
 These factors when combined or when found to work in unison will lead to
synergistic failure of the aging structures
Two issues affected by aging aircrafts are:

 structural
 non structural
Aging aeroplanes and systems are those that are about to reach the end of their
original design life or their LOV (Limit of Validity) and are required to operate
further beyond these set limitations.
They are subject to:
 technological obsolescence,
 escalating cost of maintenance
 question of safety
Groups set up to address issues:

 Airworthiness Assurance Working Group (AAWG)
 Aging Transport Systems Rulemaking Advisory Committee (ATSRAC).
Members of these groups are made up of:
 OEMs (Boeing), Airbus,
 regulatory Agencies (FAA/EASA) airline representatives
 AAWG is tasked with the structural airworthiness aspects of the aging aircraft
 ATSRAC to look into the continued airworthiness of non structural systems, which
include the electrical wiring and fuel tank safety
The two requirements of an aging Aeroplane Program are:

1. Corrosion Prevention and Control Program (CPCP)
2. Repair Assessment Program
10.6 SPECIAL INSPECTION PROGRAMS
 Additions to the scheduled maintenance program are augmented to accommodate
specific tasks defined by such programs as Extended Twin Operations (ETOPS).
 Specialized navigation operations like flight operations using GPS as the sole means
of navigation, or
 navigation checks to meet the requirements of the Category 2 or Category 3
instrument approach and landing operations
10.6 AGING AIRCRAFT PROGRAMME

 Initially, aircraft is built to have an economic life of 15-20 years.
 High-time aircraft have been found to be still productive.
 Many have been converted into freighters and many are operated by budget airlines due to
their low second-hand value.
 Many are more than 15 years old and some are even close to 30 years old.
 Manufacturers initiate special maintenance requirement for these high-cycle aircraft known
as Aging Aircraft Programme.
10.6. SUPPLEMENTAL STRUCTURAL INSPECTION PROGRAMMES
 High time/cycle aircraft have additional supplemental structural inspections

applied to them. Supplemental structural inspection programs arose partly as the
result of incidents involving a high time cycle aircraft.
 Requirements for these programs are contained in a document called the
Supplemental Structural Inspection Document (SSID).
 Airworthiness Directives (AD) now mandates them.
 The SSID is a damage tolerance program based on flight cycles.
 It focuses on fatigue cracks.
 Airplanes that are designed to damage tolerance requirements must have an
Approved Airworthiness Limitations Section as part of the Instructions for
Continued Airworthiness.
 SSID inspection intervals defined as airworthiness limitations cannot be increased
or decreased without Airworthiness Authority approval
10.6 AIRWORTHINESS LIMITATIONS INSTRUCTIONS (ALI)
ALI Document.
Contains information that defines the mandatory replacement times for Safe Life
Structure, the inspection requirements for Principal Structure Element (PSE) and also
specific Non-Destructive Inspections techniques and procedures for each PSE.
Section 1 – Lists Safe-Life parts and mandatory replacement time as well

as Principal Structural Element inspection techniques
Section 2 – Provides the detailed NDI techniques, test, procedures and
inspection areas for each specific PSE inspections
requirements
The document is produced by the manufacturer to address the Continuing Airworthiness

requirements to continuously update the inspection procedures as experience, data, and
technology are increased.
The procedures must sufficiently defined to provide instructions necessary to cover high
time or high cycle aircraft.
A Safe Life Structure.
Defined as structure that has been shown to withstand repeated load of variable magnitude
expected during its service life without detectable cracks.
Principal Structural Elements (PSE).
Are those elements of structure which contribute significantly to carrying flight, ground,
and pressurization load and those failure could result in a catastrophic failure of the airplane.
The following criteria were adopted in the development of the Airworthiness Limitations
Instructions.
Analysis and Test
 Operating stress level
 Static/fatigue margins of safety
 Severity of consequence of damage
 Operational experience on the aircraft fleet
 Manufacturer test data
Operational Susceptibility
 Fatigue
 Corrosion
 Accidental damage
 Stress corrosion
 Manufacturing defects
Normal airplane operations are assumed for Damage Tolerance Assessment and typical
variations of flight range and gross weight of the aircraft are also taken into consideration.
Execution of the program:
3. Arrestment of the Widespread Fatigue Damage (WFD) and Multi Site Damage (MSD) – Aging
Airplane Safety Rule (AASR).
Tasks in the Maintenance Schedule to mitigate the risks of WFD.
Revision of SRMs to account for the possibility of WFD and MSD as they are subjected
to rigorous DTAs (Damage Tolerance Analysis) by the OEMs.
From the results of the analysis, repairs deemed fit to last shall be left on the airplane
while those that failed to meet static strength requirements shall be immediately
removed from the airplane.
SPECIAL OPERATIONAL APPROVALS
10.7 EXTENDED TWIN ENGINE OPERATIONS (ETOPS/ETDO)

ETOPS (Extended Twin Operations) is defined by ICAO to describe the operation of twin-
engined aircraft over a route that contains a point further than one hour's flying time, at the
approved one engine inoperative cruise speed (under standard conditions and in still air),
from an adequate airport.
10.7 REGULATIONS
ETOPS requirements are essentially the same for all the airworthiness authorities and are de-
tailed in the following regulations:
FAA issued Advisory Circular (AC) 120-42A which provides the criteria for 75-, 120- and 180-
minute operations,
The European Joint Airworthiness Authorities (JAA) developed the Advisory Material Joint
(AMJ) 120-42 with provisions for accelerated approval for 75-, 120- and 180-minute operations
(currently published as Information Leaflet (IL) number 20).
CAAM regulations with regards to ETOPS are also derived from above.
10.7 ETOPS APPROVAL

The approval process is dependant on:
1. Manufacturer must obtain ETOPS Type Design Approval
2. The operator must obtain ETOPS Operational Approval
10.7 ETOPS Type Design Approval
 It is the responsibility of the aircraft manufacturer to ensure that the aircraft's design
satisfies the ETOPS regulations.
 Once the airworthiness authorities have agreed that the candidate aircraft engine
combination meets the requirements of the applicable regulations, the authorities
declare this aircraft type capable of flying ETOPS for a given maximum diversion time.
 The ETOPS capability of the aircraft-engine combination is declared in the following
documents approved by the Airworthiness Authorities:
 Type Certification Data Sheet (TCDS),
 Aircraft Flight Manual (AFM),
 Configuration, Maintenance and Procedures Standards (CMP),
 Master Minimum Equipment List (MMEL).
 The continuality of the ETOPS Type Design Approval is dependent on satisfactory global
in-service experience of the said type.
 This is under the purview of the type certifying authority.
 For example, the FAA, for Boeing and other American aircraft,
 EASA, for Airbus and other European aircraft.
10.7 ETOPS Operational Approval
An operator’s twin-engine aircraft can only operate ETOPS flight if authorized by Operation
Specification Approval issued by the local Airworthiness Authority (CAAM for Malaysia).
The operator has to prove that:
 it has the appropriate experience with the considered airframe/engine combination and,
 it is familiar with the considered area of ETOPS operation
ETOPS Operational Approval issued by CAAM does not refer only to the approval of the
operator's flight operations organisation and procedures but, more broadly, to all of the
following aspects:
 aircraft configuration,
 maintenance practices,
 ETOPS training dispatch practices.
On the satisfaction of the DCA that the above conditions are met, these documents
are amended:
 Crew Manual / Operation Manual
 Operator’s MEL
 Company’s Engineering Manual
 All company ETOPS-related engineering procedures are mandatory and is in the
ETOPS Maintenance Manual.
Upon satisfactory application, the CAAM will grant to the airline an Operational
Approval to conduct ETOPS flight with a given maximum diversion time.
This Operational Approval can be in the form of . an approved Operations
Specification containing the appropriate limitations.
The ETOPS Operational Approval is for
75, 90, 120, 138, 180 minutes
not exceeding the Type design approval for the aircraft itself.
10.7 ETOPS Operational Approval
CAAM currently provides ETOPS operational approval on a route-to-route basis.
Maximum permitted diversion time upon entry into service of airframe/engine combination is
120 minutes.
The continuality of the ETOPS Operational Approval shall depend on the good In-Flight
Shutdown (IFSD) rate for the operator’s ETOPS fleet.
Any ETOPS-related incident must be highlighted to CAAM within 24 hours.
London Heathrow (LHR) United Kingdom --- Keflavik International (KEF) Iceland --- Kangerlus- suaq (SFJ)
Greenland --- Goose Bay (YYR) Canada --- John F Kennedy International (JFK) United States
10.7 RVSM, RNP , PBN and BRNAV
It is an ICAO requirement that the state of registry of the aircraft to maintain an approval process
for grant of each operational approval for flights into areas designated for
Reduced Vertical Separation Minimum (RVSM), Required Navigation Performance (RNP),
Performance Base Navigation and Europe Basic Area Navigation (BRNAV).
10.7 REDUCED VERTICAL SEPARATION MINIMUM (RVSM),
Reduced Vertical Separation Minimum (RVSM) means vertical separation between aircraft of
300m (1000ft) between FL 290 and FL 410 both inclusive
RVSM Approval
To operate in the notified RVSM Airspace, both the Operator and the aircraft will need to be
RVSM approved.
10.7 Required Navigation Performance (RNP)

Required Navigation Performance (RNP) means the required navigation performance accuracy
necessary for operation within a define airspace.
The accuracy is expressed as a single parameter – the containment value.
Aircraft operating in RNP10 airspace shall have a 95% radial error of less than 10NM.
10.7 Required Navigation Performance (RNP)
 The containment value is the distance from the intended position within which, flights
would be found for at least 95% of the time.
 For example, if the accuracy of an RNP type is 10nm (RNP-10) it is assumed that, for
95% of the total flying time, an aircraft would maintain a lateral position within 10nm of its
air traffic control (ATC) cleared position.
10.7 EUROPE BASIC AREA NAVIGATION (BRNAV)
Basic Area Navigation (BRNAV)
is basically the European airspace requirement where
aircraft built or modified with the approved navigation systems with the capability of position
updating from traditional radio aids
which have an RNP-4 capability.
10.7 APPROVAL PROCESS

1.airworthiness approval - responsibility of the Airworthiness Division
2.operational approval -responsibility of the Flight and Licensing Division
3.The airworthiness approval is a prerequisite for operational approval.
10.7 REQUIREMENTS
Approval will be granted based on the Minimum Aircraft System Performance Specification
(MASPS) from the authority of type design of the aircraft.
10.7 REQUIREMENTS
Acceptable document references required for RVSM Approval are:
 Aircraft made to FAR requirements
 specified in FAA Doc. 91-RVSM, Interim Guidance Material for RVSM.
 The equivalent guidance material for aircraft made under EASA
 EASA (Temporary Guidance Leaflet No. 6) will need to be complied with.
10.7 REQUIREMENTS
Acceptable document references required for RNP-10 approval are:
 Aircraft made to FAR requirements need to comply with the airworthiness requirements
specified in FAA Order: 8400-12A, Required Navigation Performance 10 (RNP-10), Operational
Approval.
 The equivalent guidance material from EASA as applicable, will need to be complied with for
aircraft made under EASA
10.7 REQUIREMENTS
 Basic Area Navigation (B-RNAV) is the forerunner of the RNAV programme.
 It was introduced to enable capacity gains to be achieved through modifications to the
en-route structure.
 Acceptable document references required for BRNAV approval
 Aircraft shall comply with EASA Administrative and Guidance Material, Leaflet No. 2, Rev 1:
AMJ 20X2
 Aircraft made to FAR requirements need to comply with the airworthiness requirements
specified by FAA.
 Aircraft made to EASA rules shall comply with the applicable airworthiness requirements of
EASA for that particular type of aircraft.
 Application for approvals for aircraft originating from other than FAA and EASA will require
further detailed investigation by the CAAM, and will be reviewed in case by case basis.
THE END
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AVIATION LEGISLATION

For Training Purposes Issue 01 Rev 00 01/2020

THIS COURSE NOTES IS INTENDED FOR TRAINING

THE INFORMATION IT CONTAINS IS AS ACCURATE AS

WHERE THE INFORMATION CONTAINED IN THIS

For Training Purposes Issue 01 Rev 00 01/2020

To refresh the fundamental

For Training Purposes Issue 01 Rev 00 01/2020

 To provide overview on CAAM MCAR 2016 and AN 1101

 ICAO- STRUCTURES OF ICAO

 AIMS AND OBJECTIVES OF ICAO

 To develop civil aviation in a safe and orderly manner

 A provisional organization was created and functioned for 20 months

1. The International Air Services Transit Agreement

2. International Air Transport Agreement.

Binding only on the ICAO member states that have ratified

The remaining freedoms are becoming more important, however freedoms

All other freedoms have to be negotiated by bilateral agreements, such

In 1944, an International Convention was held in Chicago to establish

Five freedom rights were designed, but a multilateral agreement went

The first five freedoms are regularly exchanged between pairs of

The remaining freedoms are becoming more important, however.

 The contracting states agree in principle to adopt ICAO guidelines

IN OCT 1947 - ICAO BECAME UNITED NATIONS SPECIALIZED

 SIGNATORY STATES AND ADHERENCE STATES

 CURRENTLY, THERE ARE 188 CONTRACTING

 MALAYSIA IS ONE OF THEM. ADHERENCE TO

CHICAGO CONVENTION IN 1958.

• ICAO adopts international standards and recommended

• Each contracting States shall undertake to collaborate in

• Normally the laws of the contracting States make provisions to

• ANNEX 1 – PERSONNEL LICENSING

 Presently following has been accomplished.

Section A - for users and originations.

Section B - for the Regulatory Authorities.

(Certification) (Continuing Airworthiness) EASA

 This part gives the Procedures and Requirements for :

 Approval of Design Organization

 Approval of Manufacturing Organization

 Approval of Repair Design Organizations

 Procedure and Requirement for;

 Content of IR Part-145 is also part of this IR. .

 This Part establishes the requirements to be met by an organisation to qualify

 Functions of the organizations

 Categories A and B1 are subdivided into subcategories relative to

 STATE AIRCRAFT of a Contracting State to the Chicago Convention cannot

 As a Contracting State, the Government of Malaysia ratifies the Chicago

 ( MCAR 2016 ) was enacted on 28 Mar 2016 and became effective on

 The regulatory body (Authority Body) is empowered by statute to regulate

 Part 1A - Duties and Functions of the CEO of Civil Aviation, Malaysia.

 ACT 3 CIVIL AVIATION ACT, 1969

 ACT A1192 CIVIL AVIATION ACT (AMENDMENT) 2003

 CIVIL AVIATION REGULATIONS (MCAR) 1996

 ACT 307 AVIATION OFFENCES ACT 1984

 ACT 467 AIRPORT & AVIATION SERVICES

MCAR 1996 CAR 2016

31st March 2016 – Civil Aviation Regulations 2016 enacted

Civil Aviation Act 1969

• To impose conditions onto persons performing prescribed functions in relating to the