Engineer Maint Guide

maintenance guide for ENGINEERS
CIVIL AVIATION SAFETY AUTHORITY

For comments and questions
contact: Steve Bell
CASA Aviation Safety Promotion
Telephone: 02 6217 1788
Facsimile: 02 6217 1950
Email: steve.bell@casa.gov.au
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website www.casa.gov.au
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2005 Civil Aviation Safety
Authority Australia.
The Civil Aviation Safety
Authority is responsible for the
safety regulation of Australias
civil aviation operators, and for
the regulations of Australian-
registered aircraft outside
Australian territory.
CASA sets safety standards
and ensures these are met
through effective entry,
compliance and enforcement
strategies. Additionally, CASA
provides regulatory services
to industry, and plays a part
in safety education for the
aviation community. CASA also
administers exams and issues
licences for Australian pilots.
Notice: The information
contained in this document was
correct at the time of publishing
and is subject to change without
notice. This booklet has been
prepared by CASA Aviation
Safety Promotion Division for
educational purposes only. It
can be changed at any time
without notice and should never
be used for any other purpose.
Reference should be made to
the appropriate legislation at
all times prior to the use of the
information contained herein.
Final Certication 107
The System of Certication -
CAR 42ZE and 42ZN 108
Further Detailed Information 108
ANNEX A 116
Part 1 Interpretation 116
Part 2 Certication of completion
of stages of maintenance
and inspections under
subregulation 42G (2) 117
Part 3 Certication of co-ordination
of maintenance 119
Part 4 Final certication 121
ANNEX B Certifying on the
Maintenance Release 124
ANNEX CUseful addresses 126
corrosion and corrosion CONTROL
Introduction 129
The Corrosion Process 129
Oxidisation 130
Galvanic Reactions 130
Corrosion Prevention 133
Metal Coating 133
Corrosion Resistant Substances or
Coatings 133
Painting 134
Preperation 134
Other Coatings 134
Some Simple Rules for Corrosion
Prevention 135
Conclusion 135
fabrication in the course of
MAINTENANCE
Introduction 139
Fabrication 139
Fabrication in the Course of
Maintenance (FitCoM) 140
Required Marking of FitCoM parts 140
Certication Requirements 141
Conclusion 142
quality management SYSTEMS
Introduction 145
CAR 1988 30 and CASR 145(proposed) 146
CAR 1988 30 146
CASR 145 (proposed) 149
Quality Management Principles 149
Quality Management systems approach 153
Differences Between Quality
Standards and Civil Aviation Law 155
Conclusion 156
systems of CERTIFICATION
for maintenance activities
References 159
Introduction 159
Setting Up a System of Certication 160
Aircraft Maintenance and Certication
Systems 160
Using the Manufacturers System of
Certication 161
Using the CASA System of
Maintenance/Schedule 161
What Must Be Included in a
System of Certication 162
Certication For Completion of the
Maintenance 165
Additional Work Sheets 167
Certifying on the Additional Work Sheets 167
Final Certication 169
Co-ordination 170
Conclusion 170
the role of the SUPERVISOR
Supervision 173
Division 3Who may supervise
maintenance 173
CASA Contacts 175
2 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 3
Contents
systems of MAINTENANCE
Introduction 5
Schedule 5 7
Civil Aviation Regulations 1988 10
Part 1 Daily inspection 10
Part 2 Periodic inspection 12
Part 3 Post inspection check 25
Revised CAAP 41-2(1) 26
Maintenance programs for
class B aircraft 26
CAAP No:39-1 (1) 35
Maintenance requirements for
class A aircraft 35
CAAP No: 42B-1 (0) 40
CAA Maintenance Schedule 40
CAAP 42L-1(0) 58
Inspection of aircraft after abnormal
ight loads, heavy landing or
lightning strike 58
the maintenance RELEASE
Introduction 67
How does the Maintenance Release Work? 67
The Maintenance Release 68
Part 1 69
Part 2 76
Part 3 80
ANNEX A The new proposed ight
and technical log 82
ANNEX B Certifying on the
maintenance release 85
approved MAINTENANCE DATA
Introduction 89
The Type Certication Process 89
Conclusion 98
certication for MAINTENANCE
References 103
Certication for Completion of Stages
of Maintenance and CAR 42G
Independent Inspections 103
Co-ordination of Maintenance 105
systems of MAINTENANCE
5
1. Introduction
1 There are two requirements for a system of maintenance;
they are different in the way that they deal with different
operational requirements.
(a) For aircraft operated in RPT or LCRPT (soon to include
Charter), an operators system must be developed and
presented to CASA or an authorised person for approval.
(b) For aircraft operated in Private, Aerial Work and Charter
(Charter is soon to be included in the transport category),
the Registered Operator (Part 47), will need to choose a
maintenance schedule from one of the following:
(i) the manufacturers system of maintenance
(ii) their own approved system of maintenance
(iii) the CASA system of maintenance (schedule 5).
The requirements of (a) are mandatory requirements. For (b)
the choice is up to the Registered Operator.
What must be included?
In every case there are certain requirements that must be met.
These are outlined in CAR 1988 42L and CAR 42M. They are:
A schedule that:
(a) sets out the regular maintenance inspections, tests and
checks to be carried out on the aircraft
(b) sets out when those maintenance inspections, tests and
checks will be carried out e.g. at what intervals
(c) nominates one of the inspections from (a) as the inspection
to be carried out for the purpose of determining whether a
Maintenance Release should be issued for the aircraft.
(d) Sets out details of time-lifed component
This system will continue when the proposed Part 43
regulations are introduced. The difference will be that a
maintenance release, as we currently know it, will not be
issued; instead a certication that the maintenance has been
carried out and that the aircraft is returned to service will be
made in the Flight and Tech Log.
The system must also include the following (CAR
1988 42L and CAR 42M):
(a) what inspection must be performed when the aircraft suffers a
lightning strike and when it should be carried out
(b) what inspection must be carried out when the aircraft
is subject to abnormal ground or ight loads. This is
determined from the ight manual and type certicate data,
and when this will be done.
c i v i l a v i a t i o n s a f e t y a u t h o r i t y 5
A list of components, which are time lifed i.e. have specic
overhaul periods listed by the aircraft manufacturer e.g. the
spar. The system must then specify when these components
should be retired, overhauled or removed for test;
(c) The procedures to be followed by the maintenance personnel
when performing the inspections, tests, and checks required by
the system.
The procedures must be in accordance with approved data,
which will normally mean that issued by the manufacturer,
approved by the regulator of the country of manufacture or
by CASA or an authorised person. This will include all of the
methods and limits listed in:
(i) the maintenance manual;
(ii) SBs, SLs etc; and
(iii) any other method approved by CASA i.e. ADs.
(d) If permissible unserviceabilities are approved as a minimum
Equipment List (MEL) then this list is included in the System of
Maintenance (SOM).
(e) Statements identifying the Registered Operator (entitled person
under CAR 1998 Part 45), and the aircraft, (model, type, serial
number and registration mark).
In the case of a transport aircraft the system of maintenance
(SOM) should also contain the maintenance that can be carried
out by a pilot and how each pilot is trained and authorised for this
maintenance.
The new regulations are more specic when it comes to this
aspect; they state what maintenance can be authorised. Any
(outside schedule 8) other maintenance that is required to be
performed by the pilot because of certain types of operation , e.g.
those remote from maintenance sources, can be approved using
a CASA Maintenance Authority (MA) (or its equivalent). To gain
this authority a pilot must have received appropriate training and
experience approved by CASA.
Most, if not all, of the information required above can be taken
from the manufacturers maintenance information. This will include
documents such as:
(a) the Maintenance Manual;
(b) service bulletins, letters, and instructions etc.
In addition to what is supplied by the manufacturer, other
maintenance information can be taken from such information as:
(a) Airworthiness Directives, both Australian and country of
manufacturer or certication;
(b) information material such as
6 7
(i) Airworthiness Advisory Circulars (AACs);
(ii) the Approved Aircraft Flight Manual;
(iii) engine manufacturers printed material i.e. Operators
Handbooks; and
(iv) other advisory material.
All of this can be used to determine what is included in the system
of maintenance.
For B Class Aircraft Only
Manufacturers Versus CASA System of Maintenance (Schedule 5)
Schedule 5
First of all it must be stated that the original purpose behind
the CASA system of Maintenance was for use by owners of
aircraft where the manufacturers system of maintenance
was inadequate for some reason. In some cases the original
manufacturer is no longer willing to support the aircraft
or equipment for whatever reason and in other cases the
manufacturer has not included service information on certain
equipment e.g. the avionics. The reason for this was that the
aircraft that was built to a basic design, which has been modied
over the years to include better, more efcient equipment. For
example no aircraft manufacturer in the 1950s ever dreamed of
the advances in instrumentation, radios or navigation equipment
available today, i.e. GPS. In addition because they produced
a BASIC model they could never be certain what equipment
is or could be tted. What this means is that the Registered
Operator, to meet the Australian requirements, must include the
maintenance of this equipment in their system.
Schedule 5 is a very comprehensive list of what to do and
when to do inspections. Its limitation is that it does not have
any information on how the inspection is carried out or any
particular requirements or limits. This can only be gained
from approved maintenance data. Approved maintenance
data is dened in CAR 1988 2A. As a guide it is any data from
the aircraft or component manufacturer or any approved by
CASA or the National Airworthiness Authority (NAA) of the
country of manufacturer or certication, check to see that
any data used is approved before use. Approved data must
always be used (CAR 42V makes this a legal requirement). So
approved maintenance data must always be used, even if the
maintenance is performed to Schedule 5, or by a pilot or the
holder of an MA.
s y s t e ms o f ma i n t e n a n c e 6 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 7
Manufacturers System of Maintenance
Several distinct advantages are gained by using the
manufacturers system of maintenance. These are:
1. The manufacturer will generally provide several options,
which will give some alternatives to the strict compliance to
times, i.e. +10% for a periodic inspection.
2. The manufacturer is surely the best person to provide
maintenance information. (They should know how to maintain
the reliability of the aircraft better than anyone).
3. The manufactuturers system will permit use of the various
documents simultaneously, e.g. using the manufacturers
system will give the same details for a daily inspection in
both the maintenance manual and the ight manual.
4. The manufacturers system is the benchmark used when
assessing the applicability of the CASA approved system,
(see CAR 1988 42M).
5. The manufacturers system will reference other approved
data as required. This is usually included in the task cards
for all inspections. This is acceptable and meets part of the
requirements of a system of certication which is required
by CAR 1988 42ZE (1) (a).
Combinations of the Manufacturers System and Schedule 5.
For a non-transport aircraft both schedule 5 and the manufacturers
system of maintenance is automatically approved, which means
that the entitled person need only inform CASA of their use
(usually through the submission of a Log Book Statement (LBS)).
The legislation also permits a combination of both of these
systems without further approval, provided the combination is
clear on the LBS. For example if the manufacturers system is
chosen, Schedule 5 may be included for the avionics. Another
example is when the aircraft manufacturer does not include any
reference to the engine manufacturers system; again these may
be combined (and is in fact recommended). This combination
will not require further approval. In the instance, though, where
additional requirements are to be included at the request of the
entitled person, this system then becomes that persons approved
system and will require CASA approval even if it is based on the
manufacturers system or even Schedule 5. The same would
apply to compliance with an AD requirement for something to be
included in the SOM.
Note: Mention made to CASA here also includes authorised
persons.
8 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 9
Writing your own System of Maintenance (or
Maintenance Schedule)
This is not as difcult as it rst looks. Writing your own System of
Maintenance can have several advantages. Some of these are:
1. The registered operator can gain some exibility, whereas
the current schedule 5, for instance, only allows maintenance
to be carried out annually or every 100 hours time in service.
The operator may decide to develop a system where small
amounts of maintenance from the schedule are performed at
regular intervals rather than once a year.
2. The aircrafts general airworthiness would be improved.
3. Certain concessions concerning maintenance intervals can
be granted (for example a small over-run) .
4. The system of maintenance can be tailored to the operators
specic requirements.
The system must meet the requirements of CAR 42L and
CAR 42M regardless. In addition certain parts of the
manufacturers system can be included along with applicable
parts of the current schedule 5. These two systems are the
basis on which your system would be assessed for approval,
along with the regulations previously mentioned.
It is proposed in the future that the new equivalent to the
current schedule 5 will be limited to aircraft used in private or
aerial work categories and for which there is an inadequate
manufacturers system of maintenance. The manufacturers
system would be the CASA preferred system and will require
no approval. The registered operator will indicate which
system of maintenance is to be used in the same way they do
now (through the LOG BOOK STATEMENT).
An option worth considering, though; is to write your own.
Civil Aviation Regulations 1988
Schedule 5 CAA maintenance schedule
(subregulation 2 (1))
(denition of CAA maintenance schedule)
Part 1: Daily inspection
1.1 An inspection (in this Part called a daily inspection) must be
carried out on the aircraft before the aircrafts rst ight on
each day on which the aircraft is own.
1.2 A A daily inspection must consist of the making of such of
the checks set out in the table at the end of this Part as are
applicable to the aircraft.
Table of checks included in a daily inspection
Section 1: General
1. Check that the ignition switches are off, the mixture control
is lean or cut off, the throttle is closed and the fuel selector
is on.
2. Check that the propeller blades are free from cracks, bends
and detrimental nicks, that the propeller spinner is secure
and free from cracks, that there is no evidence of oil or
grease leakage from the propeller hub or actuating cylinder
and that the propeller hub, where visible, has no evidence
of any defect which would prevent safe operation.
3. Check that the induction system and all cooling air inlets
are free from obstruction.
4. Check that the engine, where visible, has no fuel or oil
leaks and that the exhaust system is secure and free from
cracks.
5. Check that the oil quantity is within the limits specied by
the manufacturer for safe operation and that the oil ller
cap, dipstick and inspection panels are secure.
6. Check that the engine cowlings and cowl aps are secure.
7. Check that the landing gear tyres are free from cuts or
other damage, have no plies exposed and, by visual
inspection, are adequately inated.
8. Check that the landing gear oleo extensions are within
normal static limits and that the landing gear doors are
secure.
9. Check that the wing and fuselage surfaces are free from
damage and that the inspection panels, ight control
surfaces and ight control devices are secure.
10. Check that the interplane and centre section struts are free
from damage and that the bracing wires are of the correct
tension.
11. Check that the pitot heads and static ports are free from
obstruction and that the pitot cover is removed or is free to
operate.
12. Check that the fuel tank ller caps, chains, vents and
associated access panels are secure and free from damage.
13. Check that the empennage surfaces are free from damage
and that the control surfaces control cables and control
rods, where visible, are secure.
14. Check that the canard surfaces are free from damage and
that the control surfaces, control cables and control rods,
where visible, are secure.
15. Check that the ight controls, the trim systems and the
high lift devices operable from the ground have full and
free movement in the correct sense.
16. Check that the radios and antennae are secure and that
where visible, radio units and interwiring are secure.
17. Check that the drain holes are free from obstruction.
18. Check that there is no snow, frost or ice on the wings, tail
surfaces, canards, propeller or windscreen.
19. Check that each tank sump and fuel lter is free from water
and foreign matter by draining a suitable quantity of fuel
into a clean transparent container.
20. Check that the windscreen is clean and free from damage.
21. Check that the instruments are free from damage, legible
and secure.
22. Check that the seat belts, buckles and inertia reels are free
from damage, secure and functioning correctly.
Section 2: Additional items for agricultural
aeroplanes
1. Check that the agricultural equipment is secure.
2. Check that the dump and fan brake mechanisms are free
from obstructions and operate correctly.
s y s t e ms o f ma i n t e n a n c e 10 11 c i v i l a v i a t i o n s a f e t y a u t h o r i t y
Section 3: Additional items for seaplanes
1. Check that the hull and oats are free from damage,
corrosion and water accumulation.
2. Check that the oat attachment struts, bracing wires and
attachment ttings are secure and free from damage and
corrosion.
3. Check that the water rudder and its attachments are secure
and free from damage and corrosion and that the water
rudder has full, free and correct travel.
Part 2: Periodic inspection
2.1 Subject to paragraph 2.2, an inspection (in this Part
called a periodic inspection) must consist of the taking of
the actions set out in the table at the end of this Part as
applicable to the aircraft.
2.2 The holder of a certicate of registration for a class B
aircraft may elect to have a section or sections of the
periodic inspection carried out on the aircraft at a different
time from the other sections.
2.3 A periodic inspection must be carried out on a private
aircraft within the period of 1 year from:
(a) the day on which the aircrafts current certicate of
airworthiness was issued; or
(b) the day on which the most recent general maintenance
inspection on the aircraft was completed; whichever is
the later.
2.4 Subject to paragraph 2.5, a periodic inspection must be
carried out on a class B aircraft that is not a private aircraft
within whichever of the following periods expires rst:
(a) one year from:
(i) the day on which the aircrafts current certicate of
airworthiness was issued; or
(ii) the day on which the most recent general
maintenance inspection on the aircraft was
completed; whichever is the later;
(b) the aircraft has been in service for 100 hours since:
(i) the aircrafts current certicate of airworthiness was
issued; or
(ii) the most recent general maintenance inspection
on the aircraft was completed; whichever occurred
later.
2.5 In spite of paragraph 2.4, if the holder of the certicate of
registration for a class B aircraft that is not a private aircraft
has elected under paragraph 2.2 to have the sections of the
periodic inspection carried out on the aircraft at different
times, the following provisions have effect:
(a) the rst carrying out of each section of the periodic
inspection on the aircraft after the election is made must
be carried out within whichever of the following periods
expires rst:
(i) 18 months from:
(a) the day on which the aircrafts current certicate
of airworthiness was issued; or
(b) the day on which the most recent general
maintenance inspection on the aircraft was
completed; whichever is the later;
(ii) the aircraft has been in service for 150 hours since:
(a) the aircrafts current certicate of airworthiness
was issued; or
(b) the most recent general maintenance inspection
on the aircraft was completed; whichever
occurred later;
(b) each subsequent carrying out of each section of
the periodic inspection must be carried out within
whichever of the following periods expires rst:
(i) the aircraft has been in service for 100 hours since
the section concerned was most recently carried out
on the aircraft;
(ii) 1 year from the day on which the section concerned
was most recently carried out on the aircraft.
2.6 In this Part: general maintenance inspection means a
regular inspection and check of a class B aircraft, its
systems and components that:
(a) is required by the aircrafts maintenance schedule to be
carried out at regular intervals; and
(b) is not required to be carried out before the aircrafts
rst ight on each day on which the aircraft is own.
Private aircraft means an aircraft:
(a) that is a class B aircraft; and
(b) that has a maximum take off weight of 5700 kg or less;
and
(c) that is only used in private operations by:
(i) the owner of the aircraft; or
12 13
(ii) a person to whom the owner has provided the aircraft
without receiving any remuneration from the person.
2.7 Unless otherwise indicated in the table, where the table
requires a thing to be inspected, the inspection is to be a
thorough check made to determine whether the thing will
continue to be airworthy until the next periodic inspection.
Table of actions included in a periodic inspection
Section 1: The airframe
(1) Check the external and internal required placards.
Note Reference should be made to the aircraft ight manual
and airworthiness directives for the required placards.
(2) Take the following action in relation to the mainplane and
empennage (including canards) of the aircraft:
(a) inspect the skins for evidence of wrinkles, buckles,
sheared or loose rivets, corrosion, disbonds and
general damage;
(b) if the skin is fabric, check the strength of the fabric;
(c) inspect the internal structures and spars;
(d) inspect the lift struts, interplane struts, jury struts,
spreaders, chang discs and bracing wires;
(e) inspect the ight control surfaces, slats, spoilers, tabs,
aps, mass balance weight attachments, hinge brackets,
tracks and rollers;
(f) inspect the ight control system bellcranks, push pull rods,
torque tubes, cables, fairleads, turnbarrells and pulleys;
(g) inspect the wing and empennage to fuselage
attachments and surrounding structure;
(h) lubricate as necessary.
(3) Take the following action in relation to the fuselage:
(a) inspect the fuselage skin for evidence of wrinkles,
buckles, sheared or loose rivets, corrosion, disbonds
and general damage;
(b) inspect the areas around cut-outs (such as windows
and inspection apertures) for cracks and inspect the
sealing and t of all doors and emergency exits;
(c) inspect the interior;
(d) inspect the strength of the fabric covering on surfaces;
(e) inspect the internal structure;
(f) inspect the locks, latches and hinges of doors, canopy,
windows which may be opened and direct vision
windows;
(g) check that the windshields and windows are clean and
free from crazing, cracking, discoloration, delamination
and scratches;
(h) inspect the seats, seat attachments, seat adjustment
mechanisms, seat stops, seat belts, safety harnesses
and inertia reels;
(j) inspect the control wheels, control columns, rudder
pedals, control levers, control system bellcranks, push
pull rods, torque tubes and cables;
(k) operate all trim controls through the complete range
of travel and check them for correct trim position
indication;
(l) inspect the brake master cylinders, brake lines,
reservoirs, parking brake linkage and mechanical brake
system operating mechanisms;
(m) check the cabin re extinguisher for correct charge,
legibility of operating instructions and condition of
locking pin or seal and ensure that the extinguisher has
not reached its expiry date;
(n) inspect the heating and fresh air system ducting and
outlets and the airow control valves;
(p) inspect the emergency and otation equipment and ensure
that the equipment has not reached its expiry date;
(q) lubricate as necessary.
(4) Jack the aircraft so that the landing gear is clear of the
ground and take the following action:
(a) inspect the undercarriage attachment to the airframe;
(b) inspect the structural members, drag and side braces,
compression members, oleo struts, bracing struts and
torque links;
(c) inspect the leaf or tube spring shock absorbing units
and bungee rubber;
(d) inspect the exible hoses;
(e) inspect the main wheels and tyres and the nose or tail
wheels and tyres;
(f) clean the wheel bearings, check that they are free from
scoring and brinelling, re-lubricate them, re-install them
and adjust the bearing pre-load;
(g) inspect the brake linings or pads and the brake drums
or discs;
(h) inspect the brake lines and exible hoses;
(j) inspect the nosewheel or tailwheel steering mechanism
and the shimmy dampener;
14 15
(k) inspect the landing gear retraction mechanism, the door
and the door operating linkage;
(l) carry out an operational check of the landing gear and
doors and ensure that the adjustment of downlocks,
overcentre links, uplocks and spring tensions are within
the manufacturers specied limits;
(m) lubricate as necessary.
(5) Take the following action in relation to the fuel system:
(a) inspect the fuel tanks (where visible), lines, drains,
vents, signs, ller caps, ller cap securing chains or
cables, ller cap seals and scupper drains;
(b) inspect the fuel selector valves;
(c) inspect the fuel selector valve operating linkage.
(6) Take the following action in relation to the hydraulic system:
(a) remove, clean, and ret the hydraulic system lter element,
or if it is unserviceable, install a new lter element;
(b) inspect the hydraulic system reservoirs, powerpack,
accumulators, selector valves, hand pump, pipelines
and exible hoses.
(7) Inspect the anti-icing and de-icing systems.
(8) Inspect the air-conditioning evaporator, condenser and
compressor and the air-conditioning ducting, pipelines and
units.
(9) Inspect the pressurisation control system and indication
system.
(10) Take the following additional action if the aircraft is used in
agricultural operations:
(a) inspect the hopper, hopper lid and fasteners, bafes
and internal braces;
(b) inspect the spreader, spreader gate and controls;
(c) inspect the spray pump fan, fan mount, fan brake,
spray pump lines, booms and boom supports;
(d) inspect the emergency dump doors and dump controls.
(11) Take the following additional action if the aircraft is a
seaplane:
(a) inspect the external covering and internal structure of
the oats or hull;
(b) drain the bilge compartments, ret and re-lock the drain
plugs;
(c) inspect the oat attachment struts, bracing wires and
attachment ttings;
(d) inspect the water rudders, water rudder attachments
and water rudder controls, operate and check them for
full and free movement in the correct sense and for
correct locking;
(e) inspect the protective treatment and nish.
Section 2: The engine
Note Reference should be made to the aircraft ight manual
(2) Take the following action in relation to the cowls:
(a) remove, clean and inspect the cowls, cowl aps and
fastenings.
(3) Inspect, and record the compression of, each cylinder.
(4) Take the following action in relation to the engine oil system:
(a) drain the sump or tank and ret the plug and lockwire;
(b) drain the oil cooler and ret and secure the hose;
(c) either:
(i) remove, inspect, clean and ret the pressure lter
and lockwire; or
(ii) remove, open and inspect the cartridge full ow
lter and t a new cartridge and lockwire;
(d) inspect the oil cooler, oil temperature control valves, oil
tank and attachment ttings;
(e) inspect all oil lines, ttings, breather pipe and the oil
cooler shutter;
(f) rell the sump or tank with the recommended grade
and quantity of oil.
(5) Take the following action in relation to the ignition system:
(a) remove the spark plugs, clean and inspect them, check
the spark plug electrode gap, test the spark plugs and
renew them if required;
(b) inspect the spark plug high tension leads and ceramics;
(c) inspect the magneto housing;
(d) inspect the breaker compartment and cam follower;
(e) inspect the breaker points for serviceability and check
the breaker points gap, magneto engine timing and
synchronisation;
(f) inspect the switch and earth leads;
(g) ret and torque the spark plugs;
(h) ret the spark plug high tension leads.
16 17
(6) Take the following action in relation to the fuel system:
(a) place the fuel selector in the off position;
(b) remove, inspect, clean and ret the fuel strainers and
screens and lockwire;
(c) drain and ush the carburettor fuel bowl and ret the
plug and lockwire;
(d) inspect the carburettor or fuel injection components;
(e) inspect the throttle and mixture shafts;
(f) inspect all fuel lines and ttings;
(g) move the fuel selector from the off position;
(h) inspect the auxiliary fuel pump for operation;
(i) pressurise and purge the fuel system and inspect it for
leaks.
(7) Take the following action in relation to the induction
system:
(a) remove the air lters, clean them, inspect them and
ret or renew them;
(b) inspect the hot and alternate air systems for the
integrity of seals and for serviceability of valves, shafts,
bearings, magnets and hinges;
(c) inspect the induction manifold and hoses.
(8) Take the following action in relation to the exhaust system:
(a) inspect the exhaust system;
(b) remove the mufer shroud, inspect the mufer and ret
the shroud;
(c) inspect the mufer internally for security of bafe
cones;
(d) inspect the cabin heat exible hoses.
(9) Take the following action in relation to the engine cylinders
and bafes:
(a) inspect the cylinder assemblies;
(b) inspect the cylinder base to the crankcase area;
(c) inspect the rocker covers;
(d) inspect the push rod housing seals.
(10) Take the following action in relation to the crankcase,
accessory housing and rewall:
(a) inspect the engine for evidence of oil leakage;
(b) inspect the accessories and drive belts;
(c) inspect the engine mounts and engine mountbolts;
(d) inspect the engine mount frame;
(e) inspect the rewall, including seals and sealant.
(11) Inspect the following controls for full and free movement in
the correct sense:
(a) throttle, mixture and propeller;
(b) alternate air and carburettor heat;
(c) engine bay fuel strainer controls;
(d) oil cooler shutter and cowl ap;
(e) turbocharger.
(12) Take the following action in relation to the propeller:
(a) inspect the propeller for static track;
(b) inspect the propeller hub, spinner and backplate;
(c) inspect the wooden propeller attachment bolts;
(d) inspect the blades;
(e) inspect the counterweights;
(f) lubricate the propeller hub;
(g) service the propeller hub with air.
(13) Take the following action in relation to the turbocharger:
(a) remove the heat shield and inspect the turbocharger
housing for cracks and oil leaks from the inlet and
outlet ports;
(b) inspect the compressor and turbine wheel;
(c) inspect the rotating assembly bearing for end oat;
(d) inspect the turbocharger mount;
(e) inspect the transition assembly, the induction and
exhaust components and the clamps;
(f) inspect the upper deck pressure manifold and hoses;
(g) lubricate the waste gate linkages and the buttery
valve;
(h) inspect the exible oil lines;
(j) inspect the controllers and actuators;
(k) inspect the compressor by-pass door;
(m) ret the heat shield.
(14) Take the following action in relation to the retting of the
cowls:
(a) check that no tooling, rags or other foreign objects
remain in the compartment;
(b) inspect the latches and fasteners for correct tension;
(c) inspect the inlet and cooling air ducting;
(d) inspect the landing and taxi light wiring;
(e) inspect the cowl ap linkage and engine drain lines.
18 19
(15) Chock the wheels and check the brake operation, then set
the park brake, start the engine and take the following
action to determine satisfactory performance in accordance
with the manuracturers recommendations:
(a) stabilise the engine temperatures and pressures;
(b) check the idle speed, mixture and the magneto switch
operation at low engine revolutions per minute;
(c) check the carburettor heat or alternate air operation;
(d) check the gyro or vacuum pressure indication;
(e) inspect the generator or alternator;
(f) check any unusual engine vibration or noises;
(g) check the engine response to throttle application;
(h) check each magneto and propeller governor for operation;
(j) check the static engine revolutions per minute, manifold
pressure and fuel ow;
(k) check the idle cut-off operation.
(16) After taking the action described above, remove the cowls,
inspect the engine for oil, fuel or other uid leaks, then replace
the cowls.
Section 3: The electrical system
Note: Reference should be made to the aircraft ight manual
(2) Take the following action in relation to the air-conditioning
system:
(a) inspect the distribution system electrical components
and interwiring;
(b) inspect the heating and temperature control system;
(c) inspect the reon system electrical components and
interwiring;
(d) inspect the air cycle system electrical components and
interwiring.
(3) Take the following action in relation to the electrical power:
(a) inspect the AC generation system (including the
generator, invertor, regulator, interwiring, control relays
and switching);
(b) inspect the AC distribution system;
(c) inspect the DC generation system (including the
generator, regulator, transformer or rectier units,
interwiring, control relays and switches);
(d) inspect the DC distribution system (including the busses,
circuit breakers or fuses, relays, switches and interwiring);
(e) inspect the starter generator;
(f) inspect the indication systems;
(g) inspect the batteries;
(h) inspect the external power system.
(4) Take the following action in relation to electrical equipment
and furnishing:
(a) inspect the ight compartment (including any spare
bulbs and fuses);
(b) inspect the passenger compartment (including any
spare bulbs and fuses);
(c) inspect the buffet or galley electrical systems, the
lavatory compartment electrical systems and the cargo
compartment electrical systems.
(5) Take the following action in relation to the following re
protection systems:
(a) inspect the engine re detection system;
(b) inspect any other re and smoke detection systems;
(c) inspect the engine re extinguishing system;
(d) inspect any other re extinguishing systems.
(6) Inspect the electrical components and interwiring of the
following ight control systems:
(a) the trim and ap system;
(b) the lift dump and spoiler system;
(c) the lift augmenting system.
fuel distribution and dump system.
main and auxiliary hydraulic systems.
following ice and rain protection systems:
(a) the anti/de-ice systems;
(b) the ice detection and indication systems.
(10) Inspect the systems and components that give audible or
visual warnings.
following landing gear systems:
(a) the extension and retraction systems;
(b) the wheels, brakes and anti-skid system;
(c) the nose wheel steering system;
(d) the position and warning system;
(e) the anti-retract system.
20 21
(12) Inspect lights in or on the following areas:
(a) the ight compartment, the passenger compartment
and the cargo and service compartment;
(b) the exterior and emergency systems.
(13) Inspect the electrical components and interwiring of
pneumatic systems.
(14) Inspect the electrical or electronic control panels,
equipment racks and junction boxes.
(15) Inspect the electrical components and interwiring of
passenger, crew and cargo doors.
propeller control and anti/de-ice systems.
(17) Inspect the electrical harnesses, excluding the ignition
harness.
engine fuel and engine control systems.
(19) Take the following action in relation to the ignition:
(a) inspect the electrical power supplies;
(b) inspect the booster coils, vibrator systems and high
energy ignition systems;
(c) inspect the switching, including by performing an
insulation check of the magneto switch leads.
(20) Inspect the engine starting system.
Section 4: The instruments
(2) Take the following action in relation to the auto-ight
system:
(a) inspect the autopilot or the automatic ight control
system, including the ight director and stability control
augmentation;
(b) inspect the yaw damper system;
(c) inspect the speed-attitude correction system, including
the auto-trim and mach-trim.
(3) Inspect the ight control surface indication systems.
(4) Inspect the fuel pressure and quantity indication systems.
(5) Inspect the hydraulic power indication system.
(6) Inspect the ice protection indication system.
(7) Take the following action in relation to indicating and
recording systems:
(a) inspect the instrument and control panels;
(b) inspect the independent instrument systems, including
the inclinometers, indicators and clocks;
(c) inspect the recorders, including the ight data
recorders, performance or maintenance recorders.
(8) Take the following action in relation to navigation systems:
(a) inspect the ight environment data system, including:
(i) the central air data system; and
(ii) the pitot/static system, including instruments; and
(iii) the stall warning system;
(b) inspect the attitude and direction systems, including:
(i) the magnetic compass; and
(ii) the vertical attitude gyro system; and
(iii) the directional gyro system, including the magnetic
referenced systems; and
(iv) the electronic ight instrument system and multi-
function displays;
(c) inspect the independent position determining systems,
including:
(i) the inertial navigation and reference systems; and
(ii) the ground proximity warning systems;
(d) inspect the ight management system, including the
ight management and performance management
systems.
(9) Take the following action in relation to oxygen systems:
(a) inspect the crew, passenger and portable systems;
(b) inspect the indicating systems.
(10) Inspect the pneumatic indicating systems, including the
pressure gauge and warning indicators.
(11) Take the following action in relation to the instrument
pressure or vacuum system:
(a) inspect the distribution system, including the lters,
manifolds, regulating valves, check valves and
plumbing;
(b) inspect the indicating system, including the pressure
gauge and warning system.
(12) Inspect the engine indicating systems, including fuel ow,
temperature and pressure.
(13) Take the following action in relation to the engine
indicating systems:
(a) inspect the power indicating system;
(b) inspect the temperature indication system;
(c) inspect the integrated engine instrument system.
22 23
(14) Inspect the oil indicating systems, including quantity,
pressure and temperature.
(15) Inspect the water injection indicating system.
Section 5: The radio system
(1) Check the interior and exterior required placards including
frequency charts.
(2) Take the following action in relation to communication and
navigation systems:
(a) inspect the accessible interwiring, plugs and sockets;
(b) inspect the microphones, headsets and cords;
(c) inspect the fuses for adequacy of spares;
(d) inspect the antennae and antenna insulators;
(e) inspect the Emergency Location Transmitter/Crash
Location Beacon batteries for electrolyte leakage and
check that the battery life has not expired;
(f) inspect the removable units, mounting racks, vibration
isolators and bonding straps;
(g) inspect the switches and controllers;
(h) inspect the radio panel lamps for adequate illumination;
(j) inspect the radio indicators for legibility.
(3) Take the following additional action in relation to
communication systems in aircraft equipped for I.F.R. ight:
(a) inspect the HF communication system, including for
correct performance by communication with ground
stations or by other means;
(b) inspect the VHF communication system, including for
correct performance by communication with ground
stations or by other means;
(c) inspect the audio system, including for correct
operation of all distribution and amplifying systems in
all modes of operation.
(4) Take the following action in relation to navigation systems
in aircraft equipped for I.F.R. ight:
(a) check the ADF system for accuracy and correct
performance in all modes of operation within the limits
specied in section 108.34 of the Civil Aviation Orders;
(b) check the VOR system for correct performance within
the limits specied in section 108.34 of the Civil
Aviation Orders;

s y s t e ms o f ma i n t e n a n c e 24
Civil Aviation
Advisory
Publication
August 1996
This publication is
only advisory but
it gives the CASA
preferred method
for complying with
the Civil Aviation
Regulations.
It is not the only
method, but
experience has
shown that if
you follow this
method you will
comply with the
Civil Aviation
Regulations.
Always read
this advice in
conjunction with
the appropriate
regulations
Contents...
Systems of
maintenance
Independent
inspections
Log book
requirements
(c) check the localiser system for correct performance
within the limits specied in section 108.34 of the Civil
Aviation Orders;
(d) check the glideslope system for correct performance
within the limits specied in section 108.34 of the Civil
Aviation Orders;
(e) check the marker system for correct performance in all
modes: an approved simulator may be used for these
tests;
(f) inspect the DME system;
(g) inspect the Omega/VLF system;
(h) inspect the Doppler navigation system;
(j) inspect the weather radar system;
(k) check the ATC transponder system for correct
performance in all modes using the self test facility:
select code 0101 for this test;
(l) inspect the radio altimeter system;
(m) inspect the ground proximity warning system; and
(n) inspect the electronic ight instrument system.
Part 3: Post inspection check
3.1 On completion of each section of the inspection, check to
ensure that all tools, maintenance equipment or rags have
been removed from the aircraft and all panel, access doors,
detachable fairings and llets have been correctly secured.
24 25
Revised CAAP 41-2(1)
Maintenance programs
for class B aircraft
The relevant regulations and other references
Part IVA of Civil Aviation Regulations (CARs), particularly
Subdivision B, CARs 41, 42, 42A, 42B and 42C dealing with
maintenance programs for class B aircraft
CARs 2A, 42V, 42ZC, 42ZE and 42ZP
The CASA Maintenance Schedule as set out in Schedule 5
of the CARs
Civil Aviation Order (CAO) 100.5, General Requirements in
respect of Maintenance of all Australian Aircraft
CAAP No. 42-1, Inappropriate maintenance programs for
class B aircraft.
Who this CAAP applies to
Certicate of Registration holders for class B aircraft
Certicate of Approval holders for class B aircraft
maintenance
Licensed Aircraft Maintenance Engineers
Holders of an Airworthiness Authority
Why this publication was written
Regulation 41 of the CARs requires that a maintenance program
must be in force for the maintenance of a class B aircraft.
This publication gives guidance on maintenance programs,
identies the maintenance schedules acceptable to CASA as
dened by regulation 42, 42A, 42B and 42C and the appropriate
certication requirements under regulation 42ZE for the
certication for the completion of maintenance for this class of
aircraft.
Status of this CAAP
The format and layout of this CAAP has been completely
revised and replaces CAAP 41-2(0) dated 1 March 1992.
For further information
Contact the CASA Airworthiness District Ofce closest to you.
Civil Aviation Advisory Publication
April 1996
The Certicate of Registration holder for a class B aircraft must
not y the aircraft and must ensure that the aircraft does not start
a ight unless there is a maintenance program for the aircraft and
the program includes provision for the maintenance of all aircraft
components tted to or provided in the aircraft.
The Regulations provide for one of three maintenance program
options which may be based on either:
the manufacturers maintenance schedule, under CAR 42A; or
the CASA Maintenance Schedule 5, under CAR 42B; or
a maintenance program developed by the Certicate of
Registration holder and approved by CASA or an authorised
person under CAR 42M.
In providing these options, CASA expected that industry would
recognise the manufacturers maintenance schedule as the most
appropriate for aircraft maintenance.
Many Certicate of Registration holders, however, have elected to
use the CASA Maintenance Schedule 5 believing that compliance
with the CASA Schedule 5, the applicable Airworthiness Directives
(ADs) and the Airworthiness Limitations would satisfy all the
necessary maintenance required for continued airworthiness.
While election of the CASA Maintenance Schedule 5 meets
the minimum requirements set by CASA, the schedule does
not address supporting material contained in the instructions
issued by manufacturers for continued airworthiness, such as
special inspections, structural integrity inspections, corrosion
control programs and continuing airworthiness inspection
programs provided by the manufacturer. Nor does it address the
requirements for those persons carrying out maintenance to do so
in accordance with approved maintenance data (CAR 2A) which is
a consideration of how maintenance tasks shall be performed, e.g.
an inspection.
In the absence of a requirement for a major inspection, the
importance of the instructions issued by manufacturers for
continued airworthiness are not only relevant but essential when
considering that many class B aircraft in Australia are over twenty
(20) years old.
The Certicate of Registration holder for a class B aircraft must
ensure that any maintenance required to be carried out on the
aircraft (including aircraft components tted to or provided in the
aircraft) by the aircrafts maintenance program is carried out at
intervals determined in accordance with schedules which form part
of that program.
26 27
The Certicate of Registration holder for a class B aircraft is
responsible for establishing a maintenance program for the
aircraft, which is to be specied in the aircrafts Log Book
Statement, and which may consist of one of the following
programs applicable to the aircraft:
A program which includes the manufacturers maintenance
schedule, and:
as necessary, CASA Maintenance Schedule 5 instruments
and radio (avionics) inspections;
the manufacturers Airworthiness Limitations;
Australian Airworthiness Directives;
Consideration should, for the purposes of continuing
airworthiness, also include:
special inspections - (manufacturers/modications/
repairs,etc.);
the manufacturers continuing airworthiness inspection
program;
the manufacturers supplementary and corrosion
inspection programs;
A program which includes the CASA Maintenance Schedule
5, and:
the manufacturers Airworthiness Limitations;
Australian Airworthiness Directives;
Consideration should, for the purposes of continuing
airworthiness, also include:
special inspections - (manufacturers/modications/
repairs,etc.);
the manufacturers continuing airworthiness inspection
program;
the manufacturers supplementary and corrosion
inspection programs;
A program which consists of an approved maintenance
program under CAR 42M.
MORE THAN ONE MANUFACTURERS
MAINTENANCE SCHEDULE
If more than one manufacturers maintenance schedule is available
for the aircraft, e.g., periodic or progressive care, you should take
care to nominate, and remain with one schedule only. There
should be no mix and matching. Also in selecting your schedule,
make sure that the schedule addresses the t-out of your aircraft
and that it relates to the latest revision of the instructions of the
manufacturer for continued airworthiness.
DEFICIENT INSTRUCTIONS/INFORMATION
Deciencies in instructions issued by manufacturers, or in
manufacturers schedules, generally relate to lack of information
concerning optional instrument and radio systems and roll
equipment. The periodic maintenance of such systems and
associated equipment is best undertaken by reference to the CASA
Maintenance Schedule 5 for when to do it and in accordance
with the approved maintenance data (CAR 2A) for how to do it.
MAINTENANCE RELEASE PERIOD
All maintenance required at the nominated inspection for
maintenance release issue must be certied prior to the
maintenance release issue. The periodic maintenance release
inspection must not exceed 100 hours time-in-service or a calendar
period of twelve months, whichever occurs rst. To ensure that
no maintenance will be overlooked between periodic inspections,
all maintenance required to be carried out between periodic
inspections are to be endorsed on the Maintenance Required
section of the maintenance release.
CASA MAY GIVE DIRECTIONS FOR INADEQUATE
MANUFACTURERS MAINTENANCE SCHEDULES
If CASA thinks the elected manufacturers maintenance
schedule does not adequately provide for the continued
airworthiness of the aircraft, CASA may, to remedy the
inadequacy, give directions requiring the Certicate of
Registration holder to do either or both of the following, in
addition to comply with the schedule:
take the action described in the directions; and/or
prepare documents containing requirements specied in
the directions that are to be complied with.
Once the direction has been given to take particular action, the
direction then forms part of the aircrafts maintenance program.
CASA MAY DECLARE MANUFACTURERS
MAINTENANCE SCHEDULE INADEQUATE
CASA may direct under Regulation 42A (6), in the interests of
the safety of air navigation, that the manufacturers maintenance
schedule for a type or model of aircraft must not be used as the
maintenance schedule [see also CAO 100.5]. In this case the
Certicate of Registration holder cannot elect the schedule, but
must either adopt the CASA Maintenance Schedule 5 or develop
and seek approval of a maintenance program.
28 29
Certicate of Registration holders should be aware that
selection of the CASA Maintenance Schedule 5 is limited in its
application in that the schedule:
may not be used for helicopters;
in many cases, may not address all relevant periodic
maintenance requirements (schedules, etc.) for a particular
aircraft; and
will not cover the requirements for continuing
airworthiness (eg, service bulletins, service letters, etc.).
For this reason, notwithstanding legislative requirements, CASA
recommends Certicate of Registration holders and/or Certicate
of Approval holders (approved organisations) will need to carefully
evaluate the aircraft manufacturers manuals, in particular the
associated maintenance schedule, and in the absence of any
justiable reason why the maintenance program cannot be used,
elect and maintain the aircraft to that maintenance program.
ADDITIONAL INSTRUCTIONS TURBINE ENGINES
FITTED
If an aircrafts maintenance schedule is the CASA Maintenance
Schedule 5 and the aircraft has a turbine engine, then all
instructions issued by the engine manufacturer for the continued
airworthiness of the engine must be included and form part of the
aircrafts maintenance program.
Once an election has been made and the Certicate of Registration
holder becomes aware that the maintenance schedule contained
in the aircrafts maintenance program becomes inadequate or
defective and does not adequately provide for the continuing
airworthiness of the aircraft the holder must report the matter
to CASA as required by CAR 42. The Certicate of Registration
holder must then either choose to replace the aircraft maintenance
schedule with another schedule or request CASA or an authorised
person to approve a maintenance program for the aircraft. Such an
election must be made in writing to your local CASA Airworthiness
District Ofce.
Where the Certicate of Registration holder desires under CAR
42J, or is directed by CASA under CAR 42K/CAR 38, to develop
a maintenance program for the aircraft, that program must
be approved by CASA or an authorised person and should
contain, as a minimum, the following:
the name of the Certicate of Registration holder;
the type, model and registration mark of the aircraft to
which the maintenance program applies;
schedules which set out:
- the maintenance to be carried out at specied intervals
and the intervals between maintenance;
- the identity of the inspection to be complied with for the
issue of a maintenance release;
- structural integrity inspections;
- special inspections, including corrosion control,
independent, and weight and balance inspections;
- components subject to overhaul and the intervals
between overhauls;
- components subject to retirement and their retirement
life;
- continuing Airworthiness Inspection Programs;
the maintenance required following lightning strikes, or
when abnormal ight or ground loads have been imposed
on the aircraft;
MEL control procedures (if MEL is approved for the
aircraft); and
amendment procedures for the maintenance program.
Those parts of the maintenance program required by the schedules
and the maintenance required following a lightning strike, etc.,
are to comply with the requirements specied in the approved
airworthiness/maintenance data for the aircraft, unless otherwise
approved or directed by CASA.
Where the details in items above are identical to the
recommendations contained in the approved airworthiness/
maintenance data for the aircraft, the maintenance program need
only contain a reference to the documents in Logbook Statement
Part 1, containing those details.
REQUESTING APPROVAL OF ALTERATIONS TO AN
APPROVED MAINTENANCE PROGRAM
The Certicate of Approval holder may request CASA or an
authorised person to approve proposed alterations to the
maintenance program.
CASA or the authorised person will take into account the aircrafts
relevant manufacturers maintenance schedule (if any) when
considering the approval of the alterations.
30 31
CASA MAY DIRECT CHANGES TO AN APPROVED
MAINTENANCE PROGRAM
CASA may give directions requiring the Certicate of Registration
holder to alter the approved maintenance program or correct any
inadequacies in the program.
All instructions issued by manufacturers, including service bulletins
(refer CAR 2A) that deal with how to carry out maintenance must
be complied with, unless CASA or an appropriately authorised
delegate has explicitly approved an alternative procedure. This
applies regardless of the maintenance program that has been
chosen for the aircraft. Please also see CAR 42V regarding use of
approved maintenance data and CAR 42ZP regarding certication
only to be made where maintenance has been carried out in
accordance with approved data.
ASSESSING MANUFACTURERS DATA
The Certicate of Registration holder needs to conrm that
when assessing the instructions issued by manufacturers and
the associated schedules, the data addresses the continuing
airworthiness of the aircraft. The Certicate of Registration holder is
responsible for considering the data to conrm whether an elected
manufacturers maintenance schedule is decient or otherwise.
If the assessment indicates that the elected schedule is decient,
then the Certicate of Registration holder is responsible for the
reporting and rectication action as required by CAR 42 - Defective
or inappropriate maintenance program.
As part of the maintenance control function, Certicate of
Registration holders are required to compile a Log Book Statement
Part 1 identifying the aircrafts maintenance program and other
inspections to be complied with. [refer CAR 50A and CAO 100.5]
As previously discussed, there are three maintenance program
options available to the Certicate of Registration holder. The
following typically represent log book statements for each of the
three options that should be considered when compiling the log
book statement:
TYPICAL LOG BOOK STATEMENT CONSIDERATIONS
WHEN USING THE CASA MAINTENANCE SCHEDULE 5
This aircraft is to be maintained in accordance with the following:
the CASA Maintenance Schedule 5.
the schedule of Airworthiness Limitations contained in the
latest revision of the manufacturers maintenance manual
applicable to this aircraft for all time-lifed components.
all Airworthiness Directives (ADs) applicable to this aircraft.
ADs indicating compliance at major inspection are to be
complied with at intervals not greater than three years, or one-year
intervals for aircraft used in agricultural operations.
all inspections which are listed in the:
- approved maintenance/airworthiness data relating to
modications/repairs incorporated in this aircraft; and
- approved maintenance/airworthiness data relating to
modications/repairs incorporated in components installed in
this aircraft.
any other requirements recommended by the aircraft or
component manufacturer for the continuing airworthiness of
the aircraft or component. e.g. Corrosion Prevention Control
Programs (CPCPs), or Continuing Airworthiness Inspection
Programs (CAIPs).
WHEN USING THE MANUFACTURERS
MAINTENANCE SCHEDULE
the instructions issued by the manufacturer and the associated
maintenance schedule contained in the latest revision of the
manufacturers maintenance manual.
any instructions for the continued airworthiness of the aircraft
specied by the aircraft or component manufacturer from time
to time;
the CASA Maintenance Schedule 5 for instrument and radio
components and systems not adequately covered by the
manufacturers schedule, as appropriate;
the schedule of Airworthiness Limitations contained in the
latest revision of the manufacturers maintenance manual
applicable to the aircraft for all time-lifed components.
ADs indicating compliance at major inspection, are to be
complied with at intervals not exceeding three years, or one
year intervals for aircraft used in agricultural operations.
all inspections which are listed in the:
approved airworthiness/maintenance data relating to
modications/repairs incorporated in this aircraft; and
approved airworthiness/maintenance data relating to
modications/repairs incorporated in components installed
in this aircraft.
any other requirement recommended by the aircraft or
component manufacturer for the continuing airworthiness of
the aircraft or component. e.g. Corrosion Prevention Control
Programs (CPCPs), or Continuing Airworthiness Inspection
Programs (CAIPs).
Civil Aviation
Advisory
Publication
August 1997
This publication is
only advisory but
it gives the CASA
preferred method
for complying with
the Civil Aviation
Regulations.
It is not the only
method, but
experience has
shown that if
you follow this
method you will
comply with the
Civil Aviation
Regulations.
Always read
this advice in
conjunction with
the appropriate
regulations.
Contents...
Systems of
maintenance
Independent
inspections
Log book
requirements
32 33
FOR AN APPROVED MAINTENANCE PROGRAM
the current approved maintenance program.
state where located
Note: The approved maintenance program may be attached to the
log book attachment, Log Book Statement Part 1 or alternatively
may be held as an independent document by the Certicate of
Approval holder (maintenance organisation) normally responsible
for the carrying out and certifying for completion of maintenance
on the aircraft.
Certication
Regulation 42ZE requires that a person who carries out
maintenance on an aircraft must ensure that completion of
the maintenance is certied in accordance with an approved
system of certication or the CASA system of certication
(Schedule 6 of the CARs) as applicable.
Separate certications relating to each inspection shall be
made in the appropriate sections of the aircraft log books
pursuant to the pertinent CARs.
CAAP No: 39-1 (1)
Maintenance requirements
for class A aircraft
The relevant regulations and other references
This publication should be read in conjunction with Civil
Aviation Regulations 39 (1), 42ZE and Schedule 6 of the CARs.
Who this CAAP applies to
Certicate of Registration Registered Operators for class A
aircraft
Holders of a Certicate of Approval for maintenance
of class A aircraft
LAMEs and Maintenance Authority holders
Pilots and ight engineers engaged in RPT operations or
who operate transport category aircraft
Why this CAAP was written
Regulation 39 of the CARs requires that class A aircraft must
have in force a system of maintenance approved by CASA. This
publication describes the preferred procedures to be followed for
the development and approval of that system of maintenance and
the certication requirements of regulation 42ZE.
Status of this CAAP
This is the second issue of CAAP 39-1. It has been amended
to clarify the maintenance requirements for class A aircraft
by deletion of one sentence. The sentence referred to
maintenance options available to class B aircraft and could
have caused confusion.
This is an interim amendment to rectify this aspect of the CAAP
only. CASAs extensive regulatory review process may result in
further changes to this and other CAAPs.
Systems of maintenance
The Certicate of Registration holder of a class A aircraft is
required, by regulation 39 of the CARs, to submit for approval,
to CASA or an authorised person, a system of maintenance.
The system of maintenance is to be referred to in the aircrafts
Log Book Statement Part 1 or an approved alternative and
should include, as applicable:
the name of the Certicate of Registration holder;
the type, model and registration mark of the aircraft to
34 35
which the system applies;
maintenance schedules which include:
- maintenance tasks to be performed at specied intervals
and the intervals between the maintenance;
- the identity of the inspection to be completed for the issue
of a maintenance release;
- structural inspections;
- a list of components subject to an overhaul life
and the intervals between the overhauls, based
upon the manufacturers recommendations and the
recommendations contained in the Maintenance Review
Board (MRB) document for the aircraft;
- a list of components subject to retirement and the
retirement life.
the maintenance required following a lightning strike or
abnormal ight or ground loads;
amendment procedures for the system of maintenance;
servicing procedures including specication and grade of
uids;
maintenance practices and procedures; and
if not covered by a Maintenance Control Manual:
- MEL control procedures;
- maintenance control procedures, including the planning
system to ensure that all maintenance is completed and
certied for on or before the due time-in-service or date.
If the Certicate of Registration holder is using approved
maintenance data as the system of maintenance, the system
need only contain a reference to that data.
Maintenance schedules are, unless otherwise approved or
directed by CASA or an authorised person, to comply with the
requirements specied in the approved maintenance data or, if
applicable, the current Australian Maintenance Requirements
Documents (AMRD) for the aircraft.
Where a class A aircraft is used in extended range operations
approved under CAO 20.7.1B, the system of maintenance
must also include provision for the practices and procedures
required to comply with the additional airworthiness
requirements, including those specied in the latest issue of
airworthiness directives and other approved maintenance data.
Independent inspections
As the system of maintenance will be assessed against the
requirements of the current edition of the manufacturers
instructions, CARs and CAOs, it is advisable to use these
documents as guidance when developing the system.
The denition for Approved Maintenance Data, in CAR 2A,
species data that is in force from time to time. This means
that the data used when performing maintenance must be the
current edition in force at the time the maintenance was being
performed.
Regulation 42G of the CARs requires an independent
inspection, to ensure correct assembly and function of
the ight control systems of an aircraft, to be carried out
and certied prior to the certication being made for the
completion of maintenance of any part of an aircraft control
system involving:
assembly;
adjustment;
repair;
modication; or
replacement.
Correct assembly and function means:
that the control system and its components have been
correctly assembled and adjusted;
locking devices have been made safe; and
the controls have full and free movement, in the correct
sense, throughout their operating range.
For the purposes of independent inspections, the ight control
system of an aircraft includes:
the main control surfaces;
lift and drag devices;
trim and feel systems;
ight control lock systems;
collective pitch system;
cyclic pitch system;
yaw system;
associated operating mechanisms and/or control systems,
including servo systems; and
ballonet systems in airships.
36 37
Log book requirements
The rst inspection will be performed and certied by the
holder of a:
valid appropriate AME licence; or
valid appropriate maintenance authority.
The second inspection will be performed and certied by
a person, other than the person who performed the rst
inspection, who is the holder of :
a valid appropriate AME licence;
a valid appropriate maintenance authority; or
a current pilot licence, other than a student pilot licence, or
a current ight engineer licence, rated for the aircraft type
concerned.
Where adjustments of a control system are required
following either the rst or second inspection, the appropriate
inspections should be repeated and certied.
The independent inspection and certication requirements
are not required for the connection and disconnection of
optional dual controls which are normally converted from one
conguration to another without the use of tools.
Unless using an approved alternative recording system
under regulation 50B, the instructions issued by CASA for the
compilation of the aircrafts log book are to be complied with.
Regulation 50A requires the Certicate of Registration holder
to keep a log book for the aircraft. Reference to the aircrafts
maintenance schedule will be specied in the aircrafts Log
Book Statement Part 1. Approved variations to this schedule
will be in the aircrafts Log Book Statement Part 2, and any
exemptions granted will be contained in the aircrafts Log Book
Statement Part 3. If using an approved alternative to the log
book, the alternative records must contain reference to the
aircrafts system of maintenance.
The Certicate of Registration holder will complete 2 copies of
a Log Book Statement Part 1 (available from any CASA District
Ofce) nominating the maintenance schedules, inspection
schedules, maintenance release period, maintenance release
inspection and ownership details. When completed, the
Certicate of Registration holder will attach one copy of the
Log Book Statement Part 1 to the front of the aircrafts log book
and submit the second copy to the airworthiness ofce having
administrative control of the aircrafts records within 7 days of
commencing operations. These schedules must be updated to
38
Civil Aviation
Advisory
Publication
March 1992
Contents...
1 Daily Inspection
Schedule
2 Periodic Inspection
Schedule
Systems of
maintenance
reect the latest information available from the manufacturer
and CASA.
Serial numbered items contained, or referred to, in the
schedule for time-lifed components may also have a Lifed
Component Control Record card contained in the body of
the aircrafts log book. This record card is to be used as a
maintenance planning document and does not replace the
Component History Card also contained in the aircrafts log
book.
The Recurring Airworthiness Directive Control Record and
the Recurring Maintenance Control Record are maintenance
planning documents and do not replace the requirement for
compliance and certication to be made in the Aircraft or
Engine Maintenance Certication Log sections of the log book.

s y s t e ms o f ma i n t e n a n c e 38 39
CAAP No: 42B-1 (0)
CAA Maintenance Schedule
IMPORTANT
When the Certicate of Registration holder elects to use the
CAA Maintenance Schedule the election includes both the Daily
and the Periodic Inspection Schedules.
The time-in-service between Periodic Inspections is to be 100
hours aeroplane time-in-service or 12 months, whichever
is the earlier, and for aeroplanes below 5700 kg engaged in
private operations this inspection may be performed annually
irrespective of hours own. The completion of this inspection,
along with any defect rectications performed as a result of
this inspection, is to be certied for in the aeroplanes log book.
PURPOSE
Regulation 42B of the CARs provides that the Certicate of
Registration holder of class B aeroplanes may use the CAA
Maintenance Schedule. This publication contains that schedule
as a reprint of the original schedule contained in the CARs,
modied to include provision for the certication of each task
and a nal category and co-ordination certication. This will
allow this schedule to be copied and utilised as work sheets.
These schedules have been designed as an option to the
manufacturers maintenance schedules. Before the Certicate
of Registration holder elects to use this schedule, however, it
is recommended that a study be made of the manufacturers
schedules as it is considered that these are generally more
appropriate for the maintenance of the aeroplane.
STATUS
This is the rst issue of CAAP 42B-1, and will remain current
until withdrawn or superseded.
REFERENCES
This publication should be read in conjunction with Civil
Aviation Regulation 42B, and CAAP 41-2.
c i v i l a v i a t i o n s a f e t y a u t h o r i t y
HOW TO OBTAIN COPIES OF THIS PUBLICATION
Copies of this publication may be obtained from:
Civil Aviation Authority Publication Centre
P.O. Box 1986
Carlton South
Victoria 3053
1: DAILY INSPECTION SCHEDULE
1.1 The daily inspection is to be carried out, and certied,
before the rst ight on each day the aircraft is operated.
1.2 The Daily Inspection Schedule has been prepared to
cover various types of aeroplanes and refers to a number
of different design features and types of construction.
Only those items applicable to the aeroplane type being
inspected are to be observed. It is not necessary to open
inspection panels, other than those associated with engine
oil or dipsticks for this inspection, but where the powerplant
has quick access cowlings, it is recommended that use
should be made of the increased accessibility to the engine
in completing this inspection.
1.3 The person performing the daily inspection must be an
appropriate person authorised to do so and must certify, in
accordance with the approved system of certication, on
the aircrafts maintenance release for the completion of this
inspection. Appropriate persons for daily inspections are:
(a) the pilot-in-command;
(b) a person holding a valid pilot licence endorsed for the
aircraft type;
(c) the holder of a valid appropriate aircraft maintenance
engineer licence;
(d) the holder of a valid appropriate maintenance authority
covering the aircraft being inspected; or
(e) provided that person has sufcient knowledge and
experience to carry out the inspection, the holder of an
AME licence in either the airframe or engine category but
not necessarily rated for the aircraft or engine type or
group, in respect to all AME licence categories.
Telephone (008) 331676
(008) 334191
(03) 342 2000
Fax (03) 347 4407
ITEM SCHEDULE
1. Check that ignition switches are OFF.
2. Check propeller blades are free from cracks, bends and
detrimental nicks, that the propeller spinner is secure and
free from cracks, there is no evidence of oil or grease
leakage from the propeller hub or actuating cylinder and
that the propeller hub, where visible, has no evidence of any
defect which would prevent safe operation.
3. Check that induction system and all cooling air inlets are free
from obstruction.
4. Check the engine, where visible, for fuel and oil leaks and
that the exhaust system is secure and free from cracks.
5. Check that oil quantity is within the limits specied by
the manufacturer for safe operation and that oil ller cap,
dipstick and inspection panels are secure.
6. Check that engine cowlings and cowl aps are secure.
7. Check that landing gear tyres are free from cuts or other
damage, have no plies exposed and by visual inspection are
adequately inated.
8. Check that landing gear oleo extensions are within normal
static limits and that landing gear doors are secure.
9. Check wing, fuselage, empennage and, if applicable, canard
surfaces are free from damage, ensure inspection panels,
ight control surfaces and devices are secure.
10. Check interplane and centre section struts are free from
damage and that bracing wires are of correct tension.
11. Check pitot heads and static ports are free from obstruction
and that pitot cover is removed or is free to operate.
12. Check fuel tank ller caps, chains, vents and associated
access panels for security and condition.
13. Check that all ight controls, trim systems and high lift
devices have full and free movement in the correct sense.
14. Check that all radios and antennae are secure and that where
visible, radio units and interwiring are secure.
15. Check that all drain holes are free from obstruction.
16. Remove any deposits of frost, snow or ice from wings, tail
surfaces, canards, propeller and windscreen.
17. Check that each tank sump and fuel lter is free from water
or foreign matter by draining a suitable quantity of fuel into
a clean transparent container.
18. Check windscreen for cleanliness and condition.
19. Check instruments are free from damage, for legibility and
security.
20. Check that seat belts, buckles and inertia reels are free from
damage, secure and function correctly.
ADDITIONAL ITEMS FOR AGRICULTURAL
AEROPLANES
21. Check that agricultural equipment (e.g. hopper, hopper lid
and fasteners, spray tanks, spray pump and lines, booms
and boom supports, dump doors, fan and fan brake) are
secure.
22. Check that dump and fan brake mechanisms are free from
obstructions and operate correctly.
ADDITIONAL ITEMS FOR SEAPLANES
23. Check hull and oats are free from damage, corrosion and
water accumulation.
24. Check oat attachment struts, bracing wires and attachment
ttings for security, for freedom from damage and corrosion.
25. Check water rudder and its attachments are secure and free
from damage and corrosion and has full, free and correct
travel.
This Inspection is to be certied for on the aeroplanes
maintenance release.
Any damage or defects found when complying with this
inspection are to be endorsed on the maintenance release for
appropriate rectication action.

2: PERIODIC INSPECTION
SCHEDULE
2.1 The replacement or overhaul of time-lifed components
required in an Airworthiness Limitations Section of the
aircrafts maintenance manual and any special techniques
required by the manufacturer or an Airworthiness
Directive are required to be complied with. If it is clear
from the terms of the manufacturers requirement that the
manufacturer considers compliance is optional, then that
requirement is optional.
2.2 The engine inspection contained in this schedule is
applicable only to piston engined aeroplanes. The
schedules for the airframe, electrical, instrument and
radio categories however may also be utilised for turbine
powered aircraft.
2.3 The inspection required by this schedule shall be a
thorough functional and visual check of the nominated
system, component, assembly and/or installation.
The inspection should be conducted making extensive
use of inspection panels, access doors, detachable
fairings and llets, using adequate lighting and, where
necessary, inspection aids such as mirrors, torches, work
stands, etc. Surface cleaning of individual components
may also be required. The condition of the nominated
system, component, assembly and/or installation when
so inspected shall be such as to maintain the continued
airworthiness of the aircraft.
2.4 All items are to be inspected for GENERAL CONDITION
together with specic requirements where nominated.
2.5 The term GENERAL CONDITION includes, but is not limited
to, the following:
(a) correct operation, full and free movement in the correct
sense;
(b) correct rigging, alignment and tension;
(c) appropriate lubrication;
(d) correct uid quantities or levels;
(e) correct air and/or nitrogen pressures;
(f) security, cleanliness;
(g) wear is within acceptable limits;
(h) no loose or missing fasteners;
(i) vents are free from obstruction;
(j) correct clearance;
(k) bonding straps correctly positioned, undamaged and
secure;
(l) freedom from excessive:
(i) leakage;
(ii) corrosion, deterioration of protective treatments;
(iii) cracking and disbonds;
(iv) deformation, wear, scoring, chang, at spots and
fraying;
(v) obstruction or other obvious damage; or
(vi) burning, arcing or heat damage;
(m) that hoses are within inspection and testing periods.
2.6 Special attention must be paid, in agricultural aeroplanes
and seaplanes, to areas where corrosion may develop
and propagate. The manufacturers instructions should be
referred to for guidance.
2.7 Except where otherwise approved or directed by the
Authority the procedures and limits prepared by the
aircraft manufacturer are to be used when performing an
inspection required by this schedule.
2.8 It is highly recommended that an engine ground run be
performed prior to carrying out the inspection.
2.9 Provision has been made for the certication of each
maintenance task, however, where the same person has
completed all tasks a block certication of those tasks is
permissible.
WARNING
The manufacturers recommended safety precautions are to be
observed when:
(a) operating radar systems;
(b) operating radio transmitters; or
(c) handling components containing electrostatic sensitive
devices.
CATEGORY AIRFRAME
REQUIRED PLACARDS
External and Internal
and airworthiness directives for required placards.
MAINPLANES & EMPENNAGE INCLUDING
CANARDS INSPECT
MAINPLANES & EMPENNAGE INCLUDING CANARDS
INSPECT
(1) skins for evidence of wrinkles, buckles, sheared or loose
rivets, corrosion, disbonds and general damage;
(2) internally through normal inspection panels for corrosion,
disbonds, distortion and damage to spars and internal
structures;
(3) lift struts, interplane struts, jury struts, spreaders, chang
discs and bracing wires;
(4) ight control surfaces, slats, spoilers, tabs, aps, mass
balance weight attachments, hinge brackets, tracks and
rollers;
(5) ight control system bellcranks, push pull rods, torque
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tubes, cables, fairleads, turnbarrells and pulleys;
(6) wing and empennage to fuselage attachments and
surround structure for damage, distortion, corrosion,
disbonds, cracks and loose or sheared rivets or bolts;
(7) the strength of fabric covering used on surfaces including
control surfaces, using approved or recommended methods;
(8) lubricate as necessary.
FUSELAGE INSPECT
(1) skins for evidence of wrinkles, buckles, sheared or loose
rivets, corrosion, disbonds and general damage;
(2) areas around cut-outs such as windows and inspection
apertures for cracks and the sealing and t of all doors and
emergency exits;
(3) interior of aeroplane for damage and security of installed
equipment;
(4) the strength of fabric covering measured at representative
surfaces using approved or recommended methods;
(5) internal structure;
(6) locks, latches and hinges of doors, canopy, windows which
may be opened and direct vision windows;
(7) windshields and windows for cleanliness, freedom from
crazing, cracking, discoloration, delamination and scratches;
(8) seats, attachments, adjustment mechanisms and stops,
belts, safety harnesses and inertia reels;
(9) control wheels, control columns, rudder pedals, control
levers, control system bellcranks, push pull rods, torque
tubes and cables;
(10) operate all trim controls through complete range of travel
and check for correct trim position indication;
(11) brake master cylinders, lines, reservoirs, parking brake
linkage and brake system operating mechanisms;
(12) cabin re extinguisher for correct charge, legibility of
operating instructions and condition of locking pin or seal;
ensure that extinguisher has not reached expiry date;
(13) heating and fresh air system ducting and outlets, airow
control valves;
(14) emergency and otation equipment (if carried), ensure that
equipment has not reached expiry date;
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LANDING GEAR INSPECT
(1) jack aeroplane so that landing gear is clear of the ground;
(2) undercarriage attachment to airframe, structural members,
drag and side braces, compression members, oleo struts,
bracing struts and torque links;
(3) leaf or tube spring type shock absorbing units and bungee
rubbers;
(4) main and nose or tail wheels and tyres;
(5) clean wheel bearings and inspect for condition, re-lubricate,
re-install and adjust pre-load;
(6) brake linings or pads, drums or discs ;
(7) brake lines and exible hoses;
(8) nosewheel or tailwheel steering mechanism, shimmy
dampener;
(9) landing gear retraction mechanism, door and door
operating linkage;
(10) carry out operational check of landing gear and doors
ensuring that adjustment of downlocks, overcentre links,
uplocks and spring tensions are within the manufacturers
specied limits;
FUEL SYSTEM INSPECT
(1) fuel tanks (where visible), lines, drains, vents, placards,
ller caps, ller cap securing chains or cables, ller cap
seals and scupper drains;
(2) fuel selector valves for condition and positive detent
engagement; and
(3) fuel selector valve operating linkage.
HYDRAULIC SYSTEM INSPECT
(1) remove, clean, and ret hydraulic system lter element or if
unserviceable, install a new lter element; and
(2) hydraulic system reservoirs, powerpack, accumulators,
selector valves, hand pump, pipelines and exible hoses.
ANTI-ICING INSPECT
(1) anti-icing and de-icing systems.
AIR-CONDITIONING INSPECT
(1) air-conditioning evaporator, condenser and compressor
and ducting, pipelines and units.
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PRESSURISATION
(1) pressurisation control system and indication system.
Note: This task may be certied by an airframe or instrument
LAME holding an airframe or instrument Group 10 rating.
ADDITIONAL ITEMS FOR AGRICULTURAL
AEROPLANES INSPECT
(1) hopper, hopper lid and fasteners, bafes and internal braces;
(2) spreader, spreader gate and controls;
(3) spray pump fan, fan mount, fan brake, spray pump lines,
booms and boom supports; and
(4) emergency dump doors and dump controls.
ADDITIONAL ITEMS FOR SEAPLANES INSPECT
(1) external covering and internal structure of oats or hull;
(2) drain all bilge compartments, ret and relock drain plugs;
(3) oat attachment struts, bracing wires and attachment ttings;
(4) water rudders, water rudder attachments and water rudder
controls, operate and check for full and free movement in
the correct sense and correct locking; and
(5) protective treatment and nish.
POST INSPECTION CHECK
On completion of the inspection, check to ensure that no
tooling, maintenance equipment or rags have been left in the
aeroplane and all panels, access doors, detachable fairings and
llets have been correctly secured.
CATEGORY ENGINE
COWLS
(1) remove, clean, check cowls, cowl aps and fastenings.
COMPRESSION CHECK

CYLINDER #1 #2 #3 #4 #5 #6
RESULT
CYLINDER #7 #8 #9 #10 #11 #12
RESULT
CYLINDER #13 #14 #15 #16 #17 #18
RESULT
Nominate compression test method used.
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OIL SYSTEM
(1) drain sump or tank, ret plug and lockwire;
(2) drain oil cooler, ret hose and secure;
(3) remove, inspect, clean and ret or replace pressure lter
and lockwire;
(4) oil cooler, oil temperature control valves, oil tank and
attachment ttings;
(5) all oil lines, ttings breather pipe and oil cooler shutter; and
(6) rell sump or tank with recommended grade and quantity
of oil.
IGNITION SYSTEM
(1) remove spark plugs, clean, inspect, gap, test or renew as
required;
(2) spark plug high tension leads and ceramics;
(3) magneto housing;
(4) breaker compartment and cam follower;
(5) breaker points for serviceability and gap, magneto engine
timing and synchronisation;
(6) switch and earth leads;
(7) ret and torque spark plugs; and
(8) ret spark plug high tension leads.
FUEL SYSTEM
(carburettor or injection installations)
(1) place fuel selector in OFF position;
(2) remove, inspect, clean and ret fuel strainers and screens,
lockwire;
(3) drain carburettor fuel bowl and ush, ret plug and lockwire;
(4) carburettor or fuel injection components;
(5) throttle and mixture shafts;
(6) all fuel lines and ttings;
(7) move fuel selector from off position;
(8) auxiliary fuel pump for operation; and
(9) pressurise and purge fuel system and check for leaks.
INDUCTION SYSTEM
(1) remove, inspect, clean, ret or renew air lters;
(2) hot and alternate air systems for integrity of seals,
serviceability of valves, shafts, bearings, magnets and
hinges; and
(3) induction manifold and hoses.
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EXHAUST SYSTEM
(1) exhaust system;
(2) remove mufer shroud and inspect mufer, ret shroud;
(3) mufer internally for security of bafe cones; and
(4) cabin heat exible hoses.
ENGINE CYLINDERS AND BAFFLES
(1) cylinder assemblies for loose thread inserts, cracks,
cracked and broken ns, worn bafes, and bafe seals for
serviceability;
(2) cylinder base to crankcase area for evidence of fretting and
loss of torque on retention nuts;
(3) rocker covers; and
(4) push rod housing seals.
CRANKCASE, ACCESSORY HOUSING AND
FIREWALL
(1) engine for evidence of oil leakage;
(2) all accessories and drive belts;
(3) engine mounts (rubbers) for delamination and set, engine
mount bolts;
(4) engine mount frame for condition and evidence of
overheating; and
(5) rewall including seals and sealant.
CONTROLS
Inspect the following controls (where applicable) for full and
free movement in the correct sense:
(1) throttle, mixture and propeller;
(2) alternate air, and carburettor heat;
(3) engine bay fuel strainer controls;
(4) oil cooler shutter and cowl ap; and
(5) turbocharger.
PROPELLER
(1) propeller for static track;
(2) propeller hub, spinner and backplate;
(3) wooden propeller attachment bolts for looseness;
(4) blades for nicks, backlash, creep and dimensions within
manufacturers limits;
(5) counterweights;
(6) lubricate propeller hub in accordance with the
manufacturers instructions; and
(7) service propeller hub with air (if applicable) in accordance
with the manufacturers instructions.
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TURBOCHARGER
(1) remove heat shield and inspect turbocharger housing for
cracks, oil leaks from inlet and outlet ports;
(2) compressor and turbine wheel for nicks, cracked or
broken blades, excess bearing drag and wheel rub against
housing;
(3) rotating assembly bearing for end oat;
(4) turbocharger mount;
(5) transition assembly, induction and exhaust components
and clamps;
(6) upper deck pressure manifold and hoses;
(7) lubricate waste gate linkages and buttery valve;
(8) ret heat shield;
(9) exible oil lines;
(10) controllers and actuators; and
(11) compressor by-pass door.
REFIT COWLS
Ensure that no tooling, rags or other foreign objects remain in
the engine compartment before proceeding.
(1) latches and fasteners for correct tension;
(2) inlet and/or cooling air ducting;
(3) landing/taxi light wiring;
(4) cowl ap linkage and engine drain lines.
ENGINE GROUND RUN
Carry out an engine ground run, in accordance with the
procedure specied by the manufacturer, or that specied
below.
Functionally check, operate and observe the following. Observe
the manufacturers recommendations with regard to the
cowling conguration required for engine ground running.
(1) start engine and stabilise engine temperatures and
pressures;
(2) idle speed, mixture and magneto switch operation at low
R.P.M.;
(3) carburettor heat or alternate air operation;
(4) gyro vacuum/pressure indication;
(5) generator/alternator for satisfactory operation;
(6) any unusual engine vibration or noises;
(7) engine response to throttle application;
(8) magneto R.P.M. drop check and propeller governor operation;
(9) static R.P.M., manifold pressure and fuel ow;
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(10) idle cut-off operation; then
(11) remove cowls, inspect engine for oil or fuel leaks and
replace cowls.
CATEGORY ELECTRICAL
REQUIRED PLACARDS
External and Internal
AIR-CONDITIONING
(1) distribution system electrical components and interwiring;
(2) heating and temperature control system;
(3) Freon or air cycle system electrical components and
interwiring.
ELECTRICAL POWER
(1) AC generation system (incudes: generator, invertor,
regulator, interwiring, control relays and switching);
(2) AC distribution system;
(3) DC generation system (includes: generator, regulator,
transformer/rectier units, interwiring, control relays and
switches);
(4) DC distribution system (includes: busses, circuit breakers/
fuses, relays, switches and interwiring);
(5) starter/generator;
(6) indication systems;
(7) batteries:
(i) lead acid for correct specic gravity and electrolyte level
of each cell;
(ii) nickel-cadmium maintain in accordance with the
manufacturers instructions;
(8) external power system.
EQUIPMENT AND FURNISHING
(1) ight, passenger, buffet/galley, lavatory and cargo
compartments electrical systems (including any spare
bulbs and fuses).
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FIRE PROTECTION
(1) engine re detection system;
(2) other re/smoke detection systems;
(3) engine re extinguishing system; and
(4) other re extinguishing systems.
FLIGHT CONTROL
(1) electrical components and interwiring of:
(i) trim and ap systems;
(ii) lift dump and spoiler systems; and
(iii) lift augmenting system.
FUEL
(1) electrical components and interwiring of the fuel
distribution and dump system.
HYDRAULIC POWER
(1) electrical components and interwiring of the main and
auxiliary hydraulic systems.
ICE AND RAIN PROTECTION
(i) anti/de-ice systems; and
(ii) ice detection and indication systems.
CENTRAL WARNING SYSTEMS
(1) those systems or components that give audible or visual
warnings.
LANDING GEAR
(i) extension/retraction systems;
(ii) wheels, brakes and anti-skid system;
(iii) nose wheel steering system;
(iv) position and warning system; and
(v) anti-retract system.
LIGHTS
(1) ight, passenger, cargo and service compartments; and
(2) exterior and emergency systems.
PNEUMATIC
(1) electrical components and interwiring.
ELECTRICAL/ELECTRONIC PANELS
(1) control panels, equipment racks and junction boxes
DOORS
(1) electrical components and interwiring of passenger, crew
and cargo doors.
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PROPELLERS
(1) electrical components and interwiring of the propeller
control and anti/de-ice systems.
POWERPLANTS
(1) electrical harnesses, excluding ignition harness.
ENGINE FUEL AND CONTROL
(1) electrical components and interwiring.
IGNITION
(1) electrical power supplies;
(2) booster coils, vibrator systems and high energy ignition
systems; and
(3) switching, including the performance of an insulation check
of magneto switch leads.
ENGINE STARTING
(1) cranking system.
aircraft and all panels, access doors, detachable fairings and
CATEGORY INSTRUMENT
REQUIRED PLACARDS
(1) external and internal
AUTO-FLIGHT
(1) autopilot/automatic ight control system, including ight
director and stability control augmentation;
(2) yaw damper system; and
(3) speed-attitude correction system including auto-trim and
mach trim.
FLIGHT CONTROLS
(1) ight control surface indication systems.
FUEL SYSTEM
(1) fuel pressure and quantity indication systems.
HYDRAULIC POWER
(1) hydraulic power indication system.
VH
AME LAME
ICE PROTECTION
(1) ice protection indication system.
INDICATING AND RECORDING
(1) instrument and control panels;
(2) independent instrument systems, including inclinometers,
indicators and clocks; and
(3) recorders, including ight data recorders, performance or
maintenance recorders.
NAVIGATION
(1) ight environment data system, including:
(i) central air data system;
(ii) pitot/static system, including instruments; and
(iii) stall warning system.
(2) attitude and direction systems, including:
(i) magnetic compass;
(ii) vertical (attitude) gyro system;
(iii) directional gyro system, including magnetic referenced
systems; and
(iv) electronic ight instrument system and multi-function
displays.
(3) independent position determining systems, including:
(i) inertial navigation and/or reference systems; and
(ii) ground proximity warning systems; and
(4) ight management system.
OXYGEN
(1) crew, passenger and portable systems; and
(2) indicating systems.
PNEUMATIC
(1) indicating systems, including the pressure gauge and/or
warning indicators.
INSTRUMENT PRESSURE/VACUUM SYSTEM
(1) distribution system, including lters, manifolds, regulating
valves, check valves and plumbing; and
(2) indicating system, including the pressure gauge and/or
warning system.
ENGINE FUEL AND CONTROL
(1) indicating systems, including fuel ow, temperature and
pressure.
ENGINE INDICATING
(1) power indicating system, including MAP, TORQUE, EPR and
R.P.M.;
VH
AME LAME
(2) temperature indication system, including CHT, EGT and
Turbine temperature; and
(3) integrated engine instrument system, including EICAS.
OIL
(1) oil indicating systems, including quantity, pressure and
temperature.
WATER INJECTION
(1) water injection indicating system.
aircraft and all panels, access doors, detachable fairings and
CATEGORY RADIO
SECTION 1 APPLICABLE TO ALL AIRCRAFT
REQUIRED PLACARDS
(1) interior and exterior, including frequency charts.
COMMUNICATION & NAVIGATION (GENERAL)
(1) accessible interwiring, plugs and sockets;
(2) microphones, headsets and cords;
(3) fuses for adequacy of spares;
(4) antennas and antenna insulators;
(5) ELT/CLB batteries for electrolyte leakage and that battery
life has not expired;
(6) removable units, mounting racks, vibration isolators and
bonding straps;
(7) switches and controllers;
(8) radio panel lamps for adequate illumination; and
(9) radio indicators for legibility.
SECTION 2 APPLICABLE TO IFR AIRCRAFT
COMMUNICATION
(1) HF. communication system, including correct performance
by communication with ground stations or other means;
(2) VHF. communication system, including correct performance
by communication with ground stations or other means;
(3) audio system, including correct operation of all distribution
and amplifying systems in all modes of operation.
NAVIGATION
(1) ADF system, for accuracy of frequency selection and
correct performance in all modes of operation within the
limits specied in CAO 108.34;
(2) VOR system, for correct performance within the limits
specied in CAO 108.34;
(3) Localiser system, for correct performance within the limits
specied in CAO 108.34;
(4) Glideslope system, for correct performance within the
limits specied in CAO 108.34;
(5) Marker system, for correct performance in all modes, an
approved simulator may be used for these tests;
(6) DME system;
(7) Omega/VLF system;
(8) Doppler navigation system;
(9) Weather radar system;
(10) ATC transponder system, for correct performance in all
modes using the self test facility. Select code 0101 for this
test;
(11) Radio altimeter system;
(12) Ground proximity warning system; and
(13) Electronic ight instrument system.
SECTION 3 APPLICABLE TO ALL AIRCRAFT
On completion of the inspection, check to ensure that all tools,
maintenance equipment or rags have been removed from the
aircraft and all panel, access doors, detachable fairings and
VH
AME LAME
VH
AME LAME
CAAP 42L-1(0)
Inspection of aircraft after abnormal
ight loads, heavy landing or
lightning strike
References
Regulation 42L of CAR 1988 systems of maintenance: matters
to be included.
Purpose
This CAAP provides guidance material to any person developing
a system of maintenance for an aircraft in accordance with
regulation 42L.
Status of this CAAP
This is the rst CAAP to be issued on this subject
1: Introduction
1.1 Aircraft are designed to withstand ight and landing
loads within specied limits. If design limits are exceeded
the structural integrity of the aircraft structure may be
jeopardised and safety could be impaired. Any report or
evidence on the aircraft which suggests that the design
limits have been exceeded or equipment damaged should,
therefore, be followed by a careful inspection appropriate
to the nature of the occurrence and in accordance with the
aircraft manufacturers approved data.
1.2 The following advice is provided as guidance for special
inspection requirements to certicate of registration
holders, pilots and individuals involved in the maintenance
of aircraft. It is not possible to provide precise details of
inspections to be adopted after every type of incident due to
the varying nature of the stress that may occur.
2: Examination of aircraft
2.1 Where the aircraft manufacturer provides for special
inspection requirements, those inspections must take
priority over the guidance material in this article. Should
the manufacturers inspection requirements be found to be
decient the following samples are provided to supplement
the manufacturers recommendations.
2.2 The inspection process must be to such a scope as to
ensure that all defects, including sub-surface defects, are
detected. By virtue of their design, aircraft differ in the
manner in which an abnormal load may manifest itself.
Wrinkling or distortion of fuselage or wing skins may well
be an indication that structure deformation or failure has
occurred and a full investigation should be carried out.
2.3 Should the inspection process reveal that the aircraft has
suffered major damage, the Maintenance Release must
be endorsed pursuant to regulation 50 of CAR 1988. If
the damage is considered to be major damage and there
is a likelihood the aircraft will be own the Maintenance
Release must be endorsed that the aircraft is unairworthy
and the Maintenance Release ceases to be in force
pursuant to regulation 47 of CAR 1988.
3: Heavy or overweight ground
load and abnormal ight load
inspection
3.1 If an aircraft has been own through conditions of severe
turbulence, or has been subjected to ight manoeuvres in
excess of the manufacturers recommended limits or has
suffered a heavy or over weight landing, the aircraft must
be assessed for damage.
3.2 The following inspections and actions are recommended
prior to further ight.
3.2.1 FUSELAGE
skins, bulkheads and fairings for distortion, cracks, wrinkles
and loose or missing rivets or fasteners;
composite bre fairings for distortion, cracks, debonding
loose or missing access panels;
landing gear support structure for distortion, cracks and
loose or missing rivets or fasteners;
emergency exit doors for ease of operation/removal;
entry doors for correct t, latching and operation; and
evidence of hydraulic uid or fuel leaks.
3.2.2 FUSELAGE INTERIOR
passenger and crew seats, seat belts and harness attach points
for damage, distortion and security;
cargo compartment tie-down tting attach points for cracks and
security;
cargo tie-down nets and straps for obvious damage;
CAAP 42L-1(0)
Contents...
1. Introduction
2. Examination of
aircraft
3. Heavy or
overweight
ground load and
abnormal ight load
inspection
4. Inspection as a
result of lightning
instruments and instrument panels for damage and security;
gyroscopic instruments for erection time, precession and
unusual noises;
support structure for heavy components such as galley
modules, batteries, water tanks, re extinguishers and
auxiliary power units for distortion, cracks and loose or
missing rivets or fasteners;
evidence of hydraulic uid or fuel leaks; and
evidence of battery uid leakage.
3.2.3 WINGS
upper and lower wing skins and llet fairings for distortion,
cracks, wrinkling and loose or missing rivets or fasteners;
composite bre fairings for distortion, cracks, debonding and
landing gear support structure, including uplock mechanism
support ( for abnormal ight load inspection) for distortion,
cracks and loose or missing rivets or fasteners;
engine mount support structure for distortion, cracks and
wing/fuselage attachment support structure for distortion,
internal wing structure, with access panels removed, for
distortion, cracks and loose or missing rivets or fasteners;
wing ight control, lift augmentation and spoiling device
attachment support structure for distortion, cracks and loose
or missing rivets or fasteners;
lift support struts for distortion, cracks and bowing;
lift support strut attachment support structure for distortion,
oat attachment support structure for distortion, cracks and
loose or missing rivets or fasteners
interplane bracing wires for correct tension, lugs for cracks
and elongated holes;
interplane bracing wire attachment support structure for
wing centre section structure for distortion, cracks and loose
or missing rivets or fasteners; and
evidence of hydraulic uid and fuel leaks.
3.2.4 VERTICAL STABILISER
vertical stabiliser left and right skins and fairings for distortion,
cracks wrinkling and loose or missing rivets or fasteners;
composite bre fairings for distortion, cracks debonding
vertical stabiliser attach ttings for distortion, cracks and
rudder hinge support structure for distortion, cracks and
stabiliser internal structure, with access panels removed,
for distortion, cracks and loose or missing rivets or
fasteners; and
evidence of hydraulic uid leaks.
3.2.5 HORIZONTAL STABILISER
horizontal stabiliser upper and lower skins and fairings for
distortion, wrinkling, cracks and loose or missing rivets or
fasteners;
composite bre fairings for distortion, cracks, debonding
horizontal stabiliser attach ttings for distortion, cracks and
elevator hinge support structure for distortion, cracks and
stabiliser internal structure, with access panels removed, for
distortion, cracks, loose or missing rivets or fasteners; and
evidence of hydraulic uid leaks.
3.2.6 LANDING GEARS
(heavy or overweight ground load
inspection only)
landing gear and landing gear attach ttings for distortion,
cracks or movement;
retract struts, brace struts, torque links and all other
undercarriage components for distortion, cracks, loose or
missing fasteners and hinge pins;
axles and axle attach ttings for distortion or cracks;
landing gear up lock and down lock mechanism for
distortion or cracks;
landing gear doors, door latch and actuating mechanism for
check oleos for abnormal extension, scoring and leakage;
cracked wheel hubs, loose or missing bolts;
tyres for distortion, bulging, at spots, creeping, cuts and
loss of pressure and wheel hub balance weights;
t h e mi n i mu m e q u i p me n t l i s t 62 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 63
evidence of hydraulic uid leaks from actuators; and
a retraction check.
3.2.7 CONTROL SYSTEMS
control surface skins, closure ribs and spars for distortion,
cracks, debonding and loose or missing rivets;
control surface hinges for distortion or cracks;
trim tab/s for distorted skins, closure ribs or spars, cracks,
debonding and loose or missing rivets;
lift augmentation and spoiling devices for distorted skins,
closure ribs or spars, cracks, debonding and loose or
missing rivets;
mass balance weights and surface horns for security and
attachment;
operation of control surfaces for full and free movement;
and
operation of engine controls for full and free movement.
3.2.8 ENGINE, ENGINE MOUNTS, MOUNT
FRAMES AND NACELLES
engine mounts and frames for distortion, cracks, loose or
missing rivets or bolts and broken welds;
tubular engine mounts and frames should be checked for
distortion, cracks or bowing;
turbine engines check for freedom of rotating assemblies
and on piston engines for freedom of rotation with spark
plugs removed;
engine compartment rewall for distortion, cracks and
engine shock mount assemblies for damage;
engine nacelle for signs of chang, distortion, cracks and
engine nacelle latches for correct and positive latching;
evidence of hydraulic uid, fuel or engine oil leaks;
propeller shaft shock-loading in accordance with the
manufacturers approved data;
propeller attachments and counterweights; and
engine oil system chip detectors.
3.2.9 FLOATS
(heavy or overweight ground load
inspection only)
Bilges for evidence of leakage particularly in the vicinity of plating joints, keel strip and
chine angles;
Float structure for damage, distortion, cracks, skin wrinkles and sheared or loose or
missing rivets or fasteners; and
struts for bowing and general damage and bracing cables for correct tension.
4: Inspections as a result of
lightning
4.1 Lightning is a discharge of electricity between highly charged cloud formations, or
between charged cloud and the ground. The discharge may strike an aircraft and result in
very high voltages and currents passing through the structure.
4.2 Lightning strikes may have a number of effects on an aircraft: and examples are as follows:
strike damage where the discharge enters the aircraft; and
static discharge damage subsequent to the strike; and
skin damage where the lightning bounces across the skin surface.
4.3 Strike damage is generally conned to wing tips, leading edges of wings and stabilisers
and the nose of the aircraft. Damage is usually in the form of small circular burn marks or
holes spread over a wide area, blisters on radomes and cracks in bre glass.
4.4 The following actions are recommended prior to further ight:
an extensive inspection of the aircraft skin for evidence of lightning strike. Bonding strips
and discharge wicks should be checked in areas where there is evidence of a lightning
strike;
a check of ight control and lift augmentation and spoiler devices for proper bonding.
Inspect bearings for roughness and resistance to movement;
an inspection of engine nacelles for evidence of pitting or burning. If the damage is
consistent with a lightning strike, the discharge may have tracked through the engine
bearings. In this case, some manufacturers recommend oil lters and chip detectors be
examined for contamination, with repeated checks at specied intervals;
if the landing gear was extended when the lightning strike occurred, an inspection of
the gear for static discharge. Check for residual magnetism and demagnetise where
necessary;
functional checks of radio, radar equipment, instruments, compasses, electrical circuits
and ying controls in accordance with the manufacturers approved data; and
a bonding resistance check on radome.
the maintenance RELEASE
Introduction
The pilot, the LAME, the Certicate of Registration Registered
Operator, the maintenance controller and the hirer of the aircraft
all have an interest in maintenance that has been done and what
needs to be done to an aircraft. Communication of the required
information to these people is performed by the Maintenance
Release. This is why aviation legislation is in place concerning the
maintenance release. Its purpose is to allow any person who has
an interest in the aircraft make informed decisions concerning the
condition of the aircraft and its suitability for operational purposes.
Note: the Maintenance Release in its current form (DA 741) may
be changed in the future to the release to service or return to
service. These perform the same communication functions as the
DA 741 which we are all familiar with in Australia.
When a person issues a maintenance release they are currently
certifying that:
1. All of the required maintenance has been performed.
2. This maintenance was performed in accordance with
approved maintenance data.
3. The aircraft should remain airworthy for a period of 100 hrs
or twelve months, provided that all maintenance indicated
on the required maintenance section of the maintenance
releases is performed when required and all other things are
carried out to the required standard.
This is very daunting on rst seeing it, but it shouldnt be.
How does the Maintenance Release
Work?
When an aircraft has been ying for a specied period of time, it
then becomes due for a periodic inspection. This time is usually
1 year from the date the last periodic inspection was carried out
or 100 hours time in service (TIS). In some specic circumstances
the aircraft is permitted to y unlimited hours within a 12-month
period.
The maintenance release is issued for the period of time indicated
in the approved (by CASA) system of maintenance. This system is
chosen by the Registered Operator from the list outlined in Civil
Aviation Regulations.
In the case of an airline operation, maintenance is performed at
regular intervals over a period of time specied in the system of
maintenance, meaning that all of the required maintenance is
t h e ma i n t e n a n c e r e l e a s e 66 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 67
carried out over this time rather than all at once. This helps keep
the aircraft ying, but more importantly decreases the number of
possible safety errors, by giving the maintenance staff more time
to apply their expertise to specic tasks that start and nish in one
operation.
All aircraft are required by the Civil Aviation Act and Regulations
to have a current maintenance release before any ight is
commenced.
If the maintenance release is out of time (TIS has reached 100 hrs
or the period specied on the release), cancelled, suspended or
maintenance is required, the aircraft must not commence a ight,
unless specic permission is granted by CASA.
In addition, the maintenance release is to be carried in the aircraft
on every ight unless an approval is given by CASA not to carry it.
In some cases an electronic maintenance release is approved.
These will have specic requirements that must be met that is,
the pilot in command must have access to all of the required
information before accepting the aircraft for a ight. The same
applies to maintenance staff prior to maintenance being
performed.
The Maintenance Release
We will now deal with each section of the maintenance release
(DA 741). It must be pointed out that when the proposed changes
to legislation nally become law, the same information will be
required but the format and where that information is kept will be
different. (Release to service, tech logs and return to service)
The maintenance release is divided into three broad sections
designated as Part 1, Part 2 and Part 3. Each part has a different
purpose and different requirements, that must be met.
Each part is further split into different sections requiring specic
information.
For the purpose of this information booklet each section has been
given a number. An explanation of the purpose of the required
information for each section will be given.
Part 1
This is the actual Maintenance Release itself, and must contain all of the information needed by
the pilot, Registered Operator, maintenance control personnel and maintenance staff to operate
or maintain the aircraft.
This part is prepared by the person authorised to issue the maintenance release and cannot
be changed under any circumstances, with the exception that the person responsible for
maintenance (The Registered Operator IAW CASR 47) of the individual aircraft must ensure that
the maintenance required information is written in the maintenance required section, e.g.
when an AD is issued for the aircraft. The Registered Operator is responsible for ensuring that all
required maintenance is written in this section, particularly in the case where the maintenance
release was already issued prior to notication of a new mandatory requirement, e.g. an AD. The
same would apply to any other maintenance required before the current maintenance release
expires, e.g. when a component reaches its overhaul life or when a mandatory inspection occurs
that is not an AD.
In the case where immediate action is required, the requirement would be endorsed (written) in
Part 2 not Part 1 of the current maintenance release and the aircraft would be grounded; i.e.
no further ight would be permitted until either the requirements are met or an exclusion is
approved by CASA. It is then transferred to Part 1 Maintenance Required.
There is only one instance where the aircraft may be approved for ight with mandatory
maintenance outstanding. This is through a Special Flight Permit issued by CASA. These will
have conditions, that must be met.
......../............/.......... .................................

1
2
1a
3
4a 4b
5 6 7 8 9
10 11 12
13
14
15 16 17 18 18a
The sections of Part One have been numbered from 1 to 18 as
indicated in the diagram above:
An explanation of the purpose and specic requirements of each of
these sections is as follows.
Section 1
This area must contain the words Maintenance Release, or other
words approved by CASA, which indicate the name and purpose
of the form.
Section 1a
This must contain a unique number giving reference to this
specic maintenance release. This is to ensure that there is a
single path back to the issuer of the maintenance release.
Section 2
This is used to indicate the specic type of aircraft the release is
issued for, e.g. Piper PA28-140. This should contain full details of
the make and model of the aircraft as specied by the aircrafts
manufacturer. It should not be the common name of the aircraft.
In the example given, Arrow or Warrior or even just PA28 is not
acceptable.
Section 3
This is where the specic Australian registration designation is
written, i.e. IFA, the VH (specifying an Australian aircraft is usually
pre-printed on the form; if it isnt then it must be written in by
the person issuing the release). This is to specify exactly which
aircraft is being released. This number should be taken from
the marks on the aircraft itself and veried with the certicate of
registration details. If they are different, then CASA should be
notied through the Registered Operator. Find out why!
Section 4a
The date the maintenance release expires is written; it should
be 12 months from the day the release was issued. Pay special
attention to the year. Unintentionally a signicant number of
releases are issued which expire on the same day they are issued.
This date is usually 12 months from the issue date or a time
approved by CASA. Under the proposed changes to legislation
this will be the date the next periodic inspection is due.
Section 4b
The aircrafts Total Time In Service (TTIS) when the release will
expire is indicated in this box.
Under the proposed changes to legislation this will be the TTIS
when the next periodic inspection is due.
Normally the TTIS indicated here will be 100 hours from the
TTIS at the time of maintenance release issue; e.g. if the periodic
inspection is carried out at 1221.7 hours TTIT then the expiry will
be 1321.7 hours.
Some exceptions to this, are approved by CASA. In the case of
a light aircraft (B Class) operated in the private or aerial work
categories only then this could be above 100 hours. Only in this
case is the section left blank.
In some cases additional times between inspection are approved
by CASA, i.e. 150 hours.
Whenever the time in service between periodic inspections is
indicated in the approved system of maintenance, this is the
gure that is used.
The number is added to the TTIS when the aircraft is released.
TTIS is the accumulated time the aircraft has own from
manufacture. For each ight the Time In Service (TIS) is the time
from when the aircraft takes off on a ight and when the aircraft
lands at the end of the ight (CAR 1988 2).
It is compulsory to measure this time accurately and to record it
in Part 3 of the maintenance release. This is the primary means of
determining when periodic maintenance is due.
Section 5
The person issuing the maintenance release places their details
in this area.
The person in this case is authorised to do so by CASA, which
means that it will be the CAR 30 (later Part 145) organisation
that performed the inspection on the aircraft; i.e if the company
that did the maintenance is ABC Aircraft Maintenance Certicate
number 111111, then this is what is written in the area, not the
name of the person who signed the release.
The person who signs, does so for and on behalf of the
organisation that is authorised to performed the maintenance and
holds a CASA CAR 30 certicate for the maintenance.
Section 6
The TTIS of the aircraft at the time the maintenance release is
issued is written here.
This number is taken from the aircrafts records and can be
checked against the mechanical recording system if one is tted.
When there is a discrepancy then this should be reported to the
Registered Operator and CASA for investigation.
Section 7
The time the maintenance release was signed.
Section 8
The date the maintenance release was signed.
Section 9
The place where the maintenance was performed. This is
particularly important where the maintenance has more than one
location where work is carried out. In any case the actual location
should be written here, not the location of the main base; i.e. if a
maintenance organisation based in Brisbane carries out periodic
maintenance on an aircraft in Melbourne, then Melbourne should
be written in this space.
Section 10
The person who is authorised to sign places their signature here.
Remember this person is not signing for themselves but as a
representative of the approved maintenance organisation that
carried out the maintenance.
This person (signatory) must be listed as approved by the
organisation in the procedures manual or system of quality control.
This person must be the co-ordinator of the inspection and must
have been present while the work was performed (for B Class
aircraft only).
When the person signs they are saying that:
1. All of the maintenance was carried out correctly in accordance
with the Civil Aviation Regulations.
2. All of the maintenance has been certied for.
3. The log book has been lled out and signed.
4. The maintenance required before the next periodic inspection
is researched and written in the maintenance required section
(Section 16).
5. All things being equal, no other maintenance is carried out,
there are no unforeseen incidents and the maintenance
required is performed, the aircraft should remain airworthy
until the next periodic inspection (under the proposed new
legislation the person signs that the aircraft met type design
and was in a condition for safe operation at the time they
signed the release).
6. The maintenance release is lled out correctly.
7. They are authorised to sign.
8. There is a current Certicate of Airworthiness applicable to this
aircraft.
9. They co-ordinated the inspection and were present the whole
time it was performed.
Section 11
The person signing writes their personal AME licence number or authorisation number in
this section.
Section 12
The Registered Operator has made a decision previously concerning what system of
maintenance would apply to their aircraft. They tell the maintenance provider what this
system is through one of two means:
1. by providing a current complete approved system of maintenance to the maintenance
organisation; or
2. placing a Log Book Statement indicating the system of maintenance in the aircrafts
logbook. Note when the system of maintenance is neither the CASA system nor the
manufacturers system then it must be provided to the maintenance organisation
before the inspection starts, including to the person performing the Daily Inspection.
The system of maintenance and the Log Book Statement will tell the maintenance people
what maintenance will be carried out and when.
Part of this maintenance will be for the radio, electrical, navigation and instrument
systems. This will indicate whether the aircraft is IFR or VFR.
If the system indicates that the aircraft requires the maintenance for IFR then this
maintenance must be carried out and the IFR box on the maintenance release is crossed;
the others are left blank. An IFR aircraft can be used in VFR operations, but a VFR aircraft
cannot be used in IFR.
Section 13
The operational category of the aircraft should not be confused with the airworthiness
category. Operational categories are:
1. Private.
2. Aerial work.
3. Charter.
4. Regular Public Transport.
Take for example the Thrush. Its airworthiness category is restricted agricultural, but its
operational category is Aerial Work, not agricultural.
The person issuing the maintenance release gets this information from the system of
maintenance and the Registered Operator.
More than one category may be written in this section provided they are not mutually
exclusive; e.g. private, aerial work, charter can be used.
Since there are some airworthiness requirements applicable to different categories, e.g. re
extinguishers, the maintenance must be carried out as applicable before the maintenance
release is signed.
If the Registered Operator is using the aircraft for charter and the maintenance for private is all
that was carried out, then Private is written in this section and nothing else.
Section 14
The Maintenance Schedule or System of maintenance used when
performing the periodic inspection is written in here.
This will inform pilots and other people doing maintenance on
this aircraft what the system of maintenance is.
This is particularly important for the Daily Inspection. The
only method the pilot has to determine what is included in this
inspection is to use the approved checklist. This section of the
maintenance release tells them where to look.
The person lling out this area of the maintenance release should
write what the system of maintenance is called from either the
Log Book Statement or from the approved system itself. For
example if ABC Airlines has a system of maintenance called the
ABC System of Maintenance, then ABC System of Maintenance
is written in this section. If the CASA system of maintenance is
used, then the CASA System of Maintenance or Schedule 5 is
written in this space. If the manufacturers system of maintenance
is used, then this is written in.
NOTE: Under proposed legislation the use of Schedule 5 or
the CASA system of Maintenance will be restricted. Registered
Operators will have the choice of their own approved system or
the manufacturers.
The operators of transport category (C of A) or A Class aircraft
(used in RPT, or has a CoA in the Transport Category) will be
required to have their own system approved.
Section 15
Each separate item listed in the Maintenance Required column
(Section16) is listed in order of entry by an Item number. This
number is placed in the column next to the item.
Section 16
The details of any maintenance required while the maintenance
release is in force (from the time of release until it expires) are
written in here.
The maintenance required is not limited to just airworthiness
directives (ADs). This could include ANY maintenance that the
person issuing the maintenance release feels needs to be done.
For example if during the inspection an item is found to be just
within the limits published by the manufacturer, this aircraft can
be released, but if experience tells the maintenance person that
it will probably need rectication before the expiry date, the
person releasing the aircraft can then place an inspection in the
maintenance required column to ensure that this is done.
Be aware that statements such as recommended mean that the
operator can choose to ignore the request, i.e. Oil and Oil lter
Change recommended at 50 hrs TIS or 6 months, this cannot be
ignored. All maintenance in this section is mandatory.
Section 17
The date or TTIS or TIS the maintenance is due is placed in this
column.
For a date this means midnight that day; for TTIS or TIS it means
just that.
The maintenance release ceases to be in force (suspended) and
the aircraft cannot be own until the maintenance is carried out
and certied.
Section 18
In this section the person who performed the maintenance is
required to enter a certication stating that the requirement was
complied with and entered in, either part 2 of the maintenance
release (section 20) or in the Aircraft Log Book.
This person then makes the appropriate certication for this
maintenance in one of these places.
See CAR 1988 Schedule 6 for the certication requirements.
Remember that only appropriately approved persons are
permitted to certify for the maintenance but anyone can transfer
the endorsement (snag) into part 2 of the release. The person
authorised to perform the maintenance is required to write the
details in the aircraft log book.
Section 18a
The date the maintenance is performed is placed here.
Part 2
This part of the maintenance release is used to record ALL aircraft defects or damage and the
corrective action taken to bring the aircraft back to its airworthy state.
The legislation does not make a distinction between a major defect or damage and a minor
defect or damage. It clearly states all defect or damage must be reported by any person ying
the aircraft. Any person in this case includes all pilots, student pilots, ight engineers and
LAMEs, once they become aware of a defect or damage.
If a pilot were to discover a defect or damage during ight, but they have been told not
to write it in the maintenance release, the pilot and the person who told them have both
committed an offence. The person who told the pilot not to write it in the maintenance release
has caused the pilot to commit an offence, which is very serious.
In the past (before 1988) only a pilot or engineers were permitted to endorse the defect or
damage in the release. This has all changed; now the person who discovered the defect or
damage is responsible for reporting it and endorsing the maintenance release appropriately.
Sections 19, 20 and 21
In the event that the defect or damage is major then the aircraft will be grounded and the
maintenance release is suspended. If the defect or damage is not major then the aircraft
may be permitted to y. In some cases restrictions or conditions may apply. For example if
an instrument required for IFR were to become unserviceable and this instrument is not a
requirement for VFR, then the aircraft can y VFR. In any case an endorsement stating this
should be written on the release; i.e. Aircraft VFR only refer Item No x, is all that is required.

19
20
21
22
23 24
This will tell any person likely to y or perform maintenance
on the aircraft that the aircraft is VFR and the instrument
is unserviceable. Once the defect or damage is rectied a
certication can then be made declaring the aircraft airworthy and
IFR is now permitted.
There has always been a problem for a pilot when determining
if a defect or damage is major or not. A major defect or damage
is dened as any defect or damage in an aircraft or aircraft
component which if it were to be inoperative the airworthiness,
safety or the operational capability would be compromised.
There are several areas of research that pilots can use to help
them make a determination about a defect or damage.
1. The operators maintenance personnel.
2. The local maintenance personnel.
3. The Civil Aviation Orders.
4. The minimum equipment list, (where approved).
5. The ight manual (mandatory equipment).
6. Their own experience, provided this is veried in the past by
maintenance personnel.
7. The local CASA district ofce staff.
Section 19
The person making the endorsement writes the endorsement
number in here.
Section 20
The details of the defect or damage is written in this section give as
much detail as possible.
Do not worry about the space provided. Part 2 and Part 3 of the
maintenance release can be photocopied and appended to the
original document, provided it is marked in a way which leaves no
doubt that it is part of this particular maintenance release and it is
connected to the original release in a way which would prevent it
from being lost.
In the case of an abnormal ight load or an abnormal ground load,
this section must be endorsed with the statement This aircraft is
now unairworthy. The aircraft is now grounded until the defect is
investigated and appropriate action taken by maintenance staff.
As mentioned previously, all defects, regardless of how minor,
should be endorsed in this area. Even minor defects which seem
trivial, can be an indication that there are problems with a system.
For example, if a series of light bulbs are constantly blowing, this
could be an indication that there is an over voltage in the lighting
system.
Section 21
The person endorsing the maintenance release signs and dates
the endorsement in this section.
This is not an indication of clearing the endorsement. It is there
to enable the person addressing the endorsement to gain an
indication of who made the endorsement and when.
Remember that since 1988 the maintenance release has formed
part of the aircrafts permanent record and is retained in the
logbook.
Section 22
The person clearing the endorsement writes the number of the
endorsement for cross-reference in this area.
Section 23
This section is used for clearing the endorsement.
The person assessing the endorsement or performing the
appropriate maintenance writes the details in this area.
An authorised person, that is a person who has received
permission from CASA to perform the maintenance, must make
the clearing endorsement. In some circumstances this could be
the pilot. In most cases this would be an appropriately licensed
aircraft maintenance engineer or the holder of a maintenance
authority for the work.
In the case of a pilot, this is restricted to the holder of a full
licence; this does not include a GFPT, unless they hold an AME
licence or a maintenance authority.
The Civil Aviation Regulations in Schedule 8 list the maintenance
which a pilot is authorised to perform, it should be noted that
this applies only to an aircraft which is B class, that is, not
used in RPT, or an aircraft which does not have a Certicate of
Airworthiness in the TRANSPORT category.
For A class or transport category aircraft the maintenance
permitted by the pilot is listed in the system of maintenance for
that specic aircraft.
Proposed changes to the legislation will require all pilots to
have successfully completed a training course in pilot approved
maintenance activities. On completion, the pilots involved will be
certied as competent and will receive a maintenance authority
specifying the maintenance they are permitted to perform and
certify for. This will apply to A or B class aircraft used in any
operational category.
For assessment of a defect, the person making the assessment
can do so only for maintenance they are permitted to perform.
There are certain documents that are available for the person
assessing the defect, to help them make their decision:
1. CAO 20.18, for mandatory equipment.
2. CAO 20.4, for oxygen equipment requirements.
3. CAO 20.7.0, CAO 20.7.1, CAO 20.7.1B, CAO 20.7.2, CAO 20.7.4,
for weight and balance requirements.
4. CAO 20.11, for emergency life saving equipment
requirements.
5. AIP GEN 1.5, for radio and navigation equipment
requirements.
6. The aircrafts approved ight manual.
7. The AOC aircraft operations manual.
8. The Approved Minimum Equipment List (MEL) for the aircraft
(if available).
9. Permissible Unserviceability conditions and instructions.
Not all of these documents will be available to a pilot at all times,
but all steps should be taken to access these documents before
making the clearing endorsement, so that your decision to
continue the ight is based on sound judgement.
Maintenance staff have access to the approved maintenance data,
to help make their decision; they can be accessed for advice by
non-maintenance staff as required.
Use any or all information available to help make your decision at
all times.
Section 24
The person making the clearing endorsement signs, here.
The clearing endorsement includes the licence number, authority
number of the person clearing the endorsement and the date the
endorsement was cleared, and all of this is placed in this section.
In the case where the person clearing the endorsement is signing
for and on behalf of an approved maintenance organisation,
they should indicate this fact giving full details (CoA number and
Name of Organisation) in this section, in addition to the personal
information required above.
A typical endorsement would be Stephen Zxcovich, Lic No
L123456, for and on behalf of ZXC Aviation Auth No NSW11234,
20/03/01.
Part 3
Part 3 of the maintenance release has a dual purpose: rstly it is used to certify for the daily
inspection; and secondly for recording the total time in service of the aircraft and time in service
for each days ying.
Section 25
The date when the daily inspection was carried out is written here. The daily inspection is
required to be carried out and certied before the rst ight on each day the aircraft is own.
If for some reason the aircraft is not own, then a further inspection and certication is required
on the next day. A daily inspection expires at midnight on the day it is performed. For example
if an aircraft has a daily inspection at 0800 on one day and the aircraft has a nal ight nishing
at 2359 the same day, and is to y again at 0100 the next day, then a daily inspection is required
prior to the 0100 ight.
Section 26a and 26b
The person who performed the daily inspection is to certify in this section next to the date the
inspection was carried out, and write their licence number (either LAME or Pilot) in the space
provided.
This certication is compulsory (in the past only certain pilots [commercial] were required to
certify; this changed in 1988).

Landings 25
26a 26b
27a 27b 27c 27d
27e 27f 27g
All pilots, with the exception of a student or GFPT, must certify. Pilots are not permitted
to supervise any person perfoming maintenance. An approved pilot must perform the
maintenance themselves.
In the case where a student on a navigational exercise is forced to land and then y out the next
day, before the return ight, a daily inspection must be performed and certied by an authorised
person, in this case either another pilot or a LAME.
In some instances an authorisation can be obtained from CASA prior to commencing the
exercise. In this case the student must then perform the inspection and certify for it.
Remember that if there is no signature for a daily inspection beside the date that the aircraft is to
be own, then the aircraft must not y.
Section 27a, 27b, 27c and 27d
This is the record of the time in service of the aircraft. The minimum requirement is the total
hours own by the aircraft at the end of each days ying. This must be recorded after the last
ight of each day.
Time in Service (TIS) is dened as the time the aircraft rst takes off until it lands at the end of
the ight. This can be measured by any means available, provided it is accurate. Your wristwatch
can be used. Many aircraft have a mechanical means of measuring TIS. When tted this must be
used. In some cases the TIS is measured by the engine tachometer. When this method is used,
the time will be greater than that indicated by the above denition. Under no circumstances
must this time be adjusted. The additional time for run-up and taxi is lost, but applying an
adjustment factor will cause error and could lead to inaccuracies which will affect, aircraft
components that have a dened overhaul life, such as the engines.
Time can be measured in hours and minutes, i.e. 1 hr 27 m, or as a decimal of an hour (such
as is indicated by most mechanical measuring systems). In either case the time entered in the
maintenance release should be consistent with other entries, including the gures which are
brought forward. The person issuing the maintenance release enters the TTIS brought forward
into this section.
Section 27e, 27f and 27g
The nal three sections of part 2 of the maintenance release are for recording specic
information required by the aircrafts system of maintenance.
This may be required by the aircraft manufacturer or service requirements, to measure the life of
certain components; e.g. landings are usually the measurement for undercarriages i.e. at 17, 000
landings the undercarriage is due for change or overhaul. Other indicators that could be listed
here are cycles for fuselage time on pressurised aircraft, starts for engine starters etc.
Conclusion
The maintenance release is the major source of maintenance information for pilots, owners
and maintenance personnel. If it is used correctly it can give you all the information you would
need to determine the suitability of a particular aircraft for your operational needs. It is a legal
document so all of the regulatory requirements should be met at all times. As can be seen from
this booklet the various sections have a reason for their existence. Once you know what to look
for, maintenance contains very few secrets.
ANNEX A
THE NEW PROPOSED FLIGHT AND
TECHNICAL LOG
Introduction
When the new proposed CASR Part 43 and
Part 91 (Maintenance Responsibilities) are
introduced into law, the way that records
are maintained will be changed. Two major
changes will involve the introduction of a
Flight and Technical Log, which will replace
the current maintenance release.
This change is due to the requirement to
maintain our international responsibilities
and ensure that Australia complies with
international standards and worlds best
practices.
While the format of the new log will be
different, most of the information currently
entered on the maintenance release will be
placed in the new log.
Issuing the Current Maintenance
Release
From a legal standpoint, when a person (at
the moment this is an organisation under
CAR 1988 30), issues the Maintenance
Release (DA 741) for an aircraft after a 100
hourly or periodic inspection, they are
making certain legally binding statements.
Some of these are:
1. All of the required work has been carried
out in accordance with the approved
system of maintenance and approved data.
2. All of the details have been entered into
the aircrafts maintenance records.
3. All of the work required to be carried out
during the time the maintenance release is
in force has been listed on the maintenance
release itself (part 2).
4. Provided all of this work is performed
along with the daily inspection the aircraft
should remain airworthy until the next
inspection leading to the issue of the
maintenance release.
What this means is that the person issuing
the release could be held legally responsible
for a period of 12 months.
The New System
The situation outlined above could not
continue. First, how could any person be
responsible for an aircraft that they are not in
control of and which in many cases they do
not even see for 12 months. Second, some
aircraft are permitted to y unlimited hours
between maintenance release inspections.
What this means is that determining what
maintenance will be required over this
period is very difcult indeed. At best this
process under these circumstances is awed,
in that it involves guessing and not hard
and fast rules. In addition, other legislative
rules indicate that the responsibility for
maintenance rests with the entitled person
(Registered Operator), thus creating legal
anomalies, which are out of the control of the
individuals issuing the release.
When the new system is in place the legally
binding statements referred to above will
be replaced. Some of these will be with
reference to returning an aircraft to service
after maintenance is performed, including a
periodic inspection:
1. All of the required work has been
performed.
2. All of this work has been carried out using
approved or acceptable maintenance data.
3. The aircrafts maintenance records have
been checked and there are no outstanding
matters.
4. The aircraft meets type design, that is
the applicable certication standard as
indicated in the type certicate data sheet.
5. The aircraft is safe for operation.
This list is not very different from the current
system. There is one major change, though,
which is when the aircraft is released the
responsibility no longer rests with the person
who certies the release. For example when
an aircraft is released or returned to service
at a particular time and date, the person
releasing will not be held responsible for
anything after this date and time, with the
exception of ensuring the requirements
above are met.
Instructions for the new Flight and
Technical Log
Currently the instructions for using the
Maintenance Release are written in several
regulations and orders, and more importantly
inside the cover of the maintenance release
booklet (the book of maintenance releases
purchased by the maintenance organisation).
What this means is that with the exception
of the person issuing the release no one has
access to the required information. The new
proposed ight and technical log has the
instructions for use and the responsibilities
of the user written on each form. These
instructions are as follows:
INSTRUCTIONS FOR USE OF THE FLIGHT LOG
The registered operator shall inform the pilot-
in-command of information to be entered and
the use of this ight and technical log.
The PIC must reference the TTIS/Cycles record
in Part 1 to the Maintenance Required periods
specied in Part 2 prior to any ight.
On completion of a particular ight or sector,
the PIC must enter the ights details in Part 1.
The PIC will:
(a) Enter where the ight starts from and
where it terminates in the Flight Record
Column.
(b) Enter the actual ight time, i.e. wheels-off
to wheels-on, in the This Flight column.
(c) Update the time in service (TIS)
progressive total.
(d) Enter the progressive cycles total, e.g.
pressurisation cycles, landing cycles
and engine start cycles, that must be
maintained to meet the airworthiness
aspects of the maintenance program.
(e) Enter the oil uplifts when required by the
maintenance program.
INSTRUCTIONS FOR USE OF THE
TECHNICAL LOG
The registered operator must enter any
scheduled maintenance due prior to and
including the next 100 hourly, or similar, in
the Maintenance Required column.
Defects that do not affect the safety of the
aircraft must be entered in the Maintenance
Required column for corrective action at the
TTIS or specied Due Date.
ALL DEFECTS must be entered in the Part
3 Endorsement column by the PIC or
qualied maintenance person.
When an endorsement entered in Part 3 is
deferred under conditions of a Minimum
Equipment List (MEL see CAR 1988 37) or
Permissible Unserviceability (PU see CAR
1988 37), along with any conditions placed
on the ights indicated in these documents,
applicable to the aircraft, the deferred defect
must be transferred and signed by an
appropriately qualied person in Part 3 and
then entered in the Maintenance Required
column in Part 2.
Currently the Registered Operator is
responsible for maintenance (ensuring
all maintenance is performed when it is
required). This is rather vague at present.
The proposed Flight and Tech Log makes
it perfectly clear who is responsible, in
short the registered operator- entitled
person under CASR Part 47 and the Pilot
in Command. The person performing the
maintenance is only to ensure that the
maintenance is done correctly and certied
for. This is where their responsibility ends.
ANNEX B
CERTIFYING ON THE MAINTENANCE RELEASE (MR)
Certifying on the Maintenance Release is not a unique experience.
With the exception of periodic maintenance, most maintenance is
certied on either work sheets (system of certication) or on the
Maintenance Release.
There are several factors in certifying for maintenance on the
maintenance release, which have over a period of time been
forgotten.
1. Since 1988 and the introduction of the DA 741 maintenance
release in 1992 (loose leaf log book system), the maintenance
release has been part of the aircrafts permanent records. The
regulation changes in 1988, which removed CAO 100.5.1 and
CAO 100.5.2, stipulated that a maintenance release must be kept
for only 12 months after the issue of a new one. The situation
now is that the maintenance release is to be kept with the
aircrafts permanent records following the same rules as the
aircraft log book (i.e kept by the Registered Operator for a period
no less than 12 months after the aircraft ceases to be on the
Australian Register). In spite of this provision it is recommended
that the records be retained for much longer periods. In the
instance where the aircraft has not been on the register for
several years and someone wishes to rebuild, refurbish, x
and y the aircraft, it will be placed back on the register. No
problems here? But what about the Certicate of Airworthiness
(C of A)? The aircrafts historical records are needed, this also
applies to aircraft components. This includes the maintenance
releases issued previously. The lack of these records could cause
considerable expense to and problems for the person/s wishing
to y this aircraft or use the aircraft components.
2. Because the Maintenance Release is part of the aircrafts
logbook, the same rules apply as for certication in the logbook.
This means that CAR 1988 42ZE and CAR 1988 Schedule 6 apply
to the Maintenance Release.
3. The same persons who are permitted to certify for maintenance,
e.g. those outlined in CAR 1988 42ZC, must make certication on
the Maintenance Release.
4. A person can certify for and on behalf of their employer, or
in their own right. It must be remembered though that if you
certify for your employer the certication must say this, i.e. LH
ASI changed,
S/No ASI VS 001 removed, S/No ASI VS 12001, Release Note
number 100000123, tted IAW Piper Maintenance Manual
(No. 2222), Section 16 para 2 (1998). Ground test serviceable.
Certied for and on behalf of AAAAAAAA Aviation by
XXXXXXX Lic No s10098. On 12/12/2000 at 1545.6 HRS TTIS.
Without the for and on behalf section of this certication, the
certifying LAME is signing taking FULL responsibility themselves.
This could lead to litigation problems in the future, in which case
you will be on your own.
5. The certication requirements are the same for all persons listed
in CAR 1988 42ZC, including pilots.
6. The more information included in the certication, the better.
This will promote communication between all interested
parties and can be benecial in cases where your actions may
need to be justied in the future. Remember that in court the
defendant as well as the prosecution can use your certication
as evidence. The lack of information in a certication can cause
misunderstandings and make it very difcult if you need to
make justication later. It may just save your skin.
Instructions for the certication on the Maintenance Release are
listed in CAR 1988 42ZE, CAR 1988 Schedule 6, CAO 100.5 and on
the cover of the DA 741 Maintenance Release Book.

approved MAINTENANCE DATA
t h e ma i n t e n a n c e r e l e a s e 86
Introduction
The approval and use of maintenance data is an ongoing
problem for licensed and professional engineers, Certicate of
Registration holders and pilots. This chapter aims to take the
mystery out of maintenance data, by examining what it is, how
it is approved and what it can be used for.
The Type Certication Process
Overview of design, certication and manufacture
of an aircraft
The process for aircraft design and certication results from
the development of a design concept, negotiating and setting a
design standard with the regulatory authority, and agreement
upon a certication basis for the aircraft. This process is
illustrated below.
Processes: leading to the certication basis
Design concept: applicant for type certicate submits the
concept proposal to the authority (submitted with 3 view
drawing, ref. 21.15), e.g.
Nine passengers
Low wing monoplane
Twin engine
Turbo prop
Pressurised
MTOW < 5700 kg
The submission is discussed with the authority when a Type
Certication Board is convened to set the design standard.
For the example, the design standard would be nominated
as the latest issue of FAR 23. However certain paragraphs,
as reected in the Type Certicate Data Sheet (TCDS) for the
aircraft, may be subject to negotiation with the authority and to
an earlier amendment status (issue) of FAR 23. This is shown
in the sample TCDS included in the training note appendices
at the end of this chapter, as the Certication Basis and is set
for the life of the product, except where a safety problem may
require an update.
Before moving to the next stage, an agreed certication basis
for the aircraft must be established in writing, demonstrating
compliance with the certication basis and development of the
proof of concept aircraft.
a p p r o v e d ma i n t e n a n c e d a t a 88 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 89
Certication
Aircraft certication is the process of assessing an aircraft type against design standards,
which culminates in issue of a certicate of airworthiness for individual aircraft. Type
certication is a part process of aircraft certication that leads to the issue of a type
certicate or equivalent document. This is necessary before individual certicates of
airworthiness can be issued.
In determining which country actually carries out type certication, it is important to
establish the major demarcations of activity carried out under the term certication. An
aircraft type is really only certicated once by the authority of the country of origin, which
is usually, but not always, the country where the aircraft was designed and manufactured.
Certication:
Ensures the product design is proved through competent and adequate ground and
ight testing
Ensures the maintenance aspects are satisfactory
Ensures the ight manual and associated operating aspects are satisfactory
Ensures satisfactory arrangements are in place for continuing airworthiness control,
defect and accident notication, supply of service documents and country of origin
airworthiness directives.
The authority of an importing country normally carries out what is known as design
validation. This is not a re-certication, but a process which allows an independent audit,
the checking of particular design requirements, and an opportunity for airworthiness
ofcers to familiarise themselves with the design. This is important for continuing
airworthiness control by that authority. This validation process is recommended by the
International Civil Aviation Organization in ICAO Document 9389-AN/919, Section 5.10, and
is followed by most aviation regulatory authorities.
The third level of design acceptance activity by a state other than the country of origin is
automatic acceptance, the rubber stamping of an imported design, where there is no
investigation into the design by the importing country and only minimal documentation
supplied (ref 21.29A).
To summarise, there are three levels of design approval by an aviation regulatory authority:
Certication
Validation
Automatic acceptance
Foreign aircraft and aircraft components were accepted into the Australian eet up until
the late 1980s under the terms of design validation. Regulatory changes resulting from an
independent inquiry have allowed the automatic acceptance principles to apply to aircraft
and components that have been certied by an authority that has been declared (pursuant
to 21.12) to be a recognised authority.
Certication of an aircraft type involves:
Prescription of particular design standards and requirements
Checking the design and methods of construction have
been properly coordinated and comply with the stated
requirements
Ensuring that quality control requirements and prescribed
standards of manufacture are met during the showing of
compliance against the certication basis that the type
design has established (ref. 21.31).
21.31 Type design - meaning
1. The type design of an aircraft, aircraft engine or propeller
(except an aircraft type certicated under regulation 21.29 or
21.29A) consists of the following:
a. The drawings and specications approved by CASA or
an authorised person, and a listing of those drawings
and specications, necessary to dene the conguration
and the design features of the aircraft, aircraft engine
or propeller shown to comply with the airworthiness
standards applicable to it under regulation 21.17
b. Information on dimensions, materials, and processes
necessary to dene the structural strength of the aircraft,
aircraft engine or propeller; the airworthiness limitations
section of the instructions for continued airworthiness
as required by the airworthiness standards mentioned
in Parts 22, 23, 25, 26, 27, 29, 31, 32, 33 and 35; or as
otherwise required by CASA and as specied in the
applicable airworthiness criteria for special classes of
aircraft mentioned in subregulation 21.17 (2)
c. The operating limitations and other information necessary
for the safe operation of the aircraft, aircraft engine or
propeller as required by the airworthiness standards
mentioned in Parts 22, 23, 25, 26, 27, 29, 31, 32, 33 and 35 and
as specied in the applicable airworthiness criteria for special
classes of aircraft mentioned in subregulation 21.17 (2)
d. For primary and intermediate category aircraft, if
maintenance on the aircraft is to be carried out by an
appropriately rated and trained pilot-owner a special
inspection and preventive maintenance program designed
to be accomplished by the pilot-owner
e. Any other data necessary to allow, by comparison, the
determination of the airworthiness of later aircraft, aircraft
engines or propellers of the same type.
2. The type design for an aircraft type certicated under regulation 21.29 consists of the
following:
a. The drawings and specications accepted by CASA or an authorised person, and a listing
of those drawings and specications, necessary to dene the conguration and the design
features of the aircraft shown to comply with the airworthiness standards applicable to it
under regulation 21.17
b. Information on dimensions, materials, and processes necessary to dene the structural
strength of the aircraft
c. The airworthiness limitations section of the instructions for continued airworthiness as
required by the airworthiness standards mentioned in Parts 22, 23, 25, 26, 27, 29 and 31, or
as otherwise required by CASA and as specied in the applicable airworthiness criteria for
special classes of aircraft mentioned in subregulation 21.17 (2)
d. The operating limitations and other information necessary for the safe operation of the
aircraft as required by the airworthiness standards mentioned in Parts 22, 23, 25, 26, 27,
29 and 31, and as specied in the applicable airworthiness criteria for special classes of
aircraft mentioned in subregulation 21.17 (2)
e. For primary category aircraft, if maintenance on the aircraft is to be carried out by
an appropriately rated and trained pilot-owner a special inspection and preventive
maintenance program designed to be accomplished by the pilot-owner
f. Any other data necessary to allow, by comparison, the determination of the airworthiness
of later aircraft of the same type.
3. The type design for an aircraft type certicated under regulation 21.29A consists of the type
design that was accepted by the National Airworthiness Authority (NAA) of the recognised
country that issued the foreign type certicate for the aircraft.
After showing compliance with all the above a Type Certicate is issued.
21.41 Type certicate meaning
1. In these regulations, unless the contrary intention appears, foreign type certicate, for an
aircraft, aircraft engine or propeller, means a certicate (however described) for the aircraft,
aircraft engine or propeller that is issued by the NAA of a foreign country and is equivalent
to a type certicate but:
a. Does not include a certicate (however described) for the aircraft, aircraft engine or
propeller that is issued by the NAA of a foreign country solely on the basis of a certicate
(however described) for the aircraft, aircraft engine or propeller that is issued by the NAA
of another country and is equivalent to a type certicate.
b. Type certicate, for an aircraft, aircraft engine or propeller, means a type certicate issued
under regulation 21.13A or 21.29 for the aircraft, aircraft engine or propeller.
2. In these regulations, except in this subpart, a reference to a type certicate, or foreign
type certicate, for an aircraft, aircraft engine or propeller includes a reference to the type
design, the operating limitations, the type certicate data sheet, the applicable airworthiness
standards with which the certicate records compliance, and any other conditions or
limitations prescribed for the aircraft, aircraft engine or propeller under these regulations.
21.41 Type Certicate and 21.31 Type Design.
Note distinction between type certicate (21.41) and type design
(21.31).
A type certicate (TC):
Is issued when the authority approves the type design for an
aircraft, aircraft engine, or propeller
Identies the person or entity the authority considers as
having the privileges and responsibilities of a TC holder
Includes type design, TC data sheet, airworthiness
regulations, and any limitations the authority imposes on the
certicate
Type design includes technical data such as drawings,
specications, information on dimensions, materials and
processes. The purpose of design data is to dene a conguration
that complies with the rule, and, except for (possibly) one-only
STCs, to allow reproducibility of products.
Design data may change due to product improvement, changes
in tooling, or revisions to master drawing list. Technically,
type design data for each individual aircraft may be different.
However small, change in design data is ongoing and must be
accounted for by an engineering approval and, in some cases, the
production quality control system.
Australian requirements
Aircraft are that of a rst of type (FOT) or rst of model (FOM)
being placed on the Australian Aircraft Register are dealt with
by CASA according to the requirements of Part 21.13A, 21.29 or
21.29A of the CARs (1998).
Following the introduction of Part 21 to 35 on October 1, 1998,
aircraft certicated in Australia under the provisions of Part
21.13A or 21.29 are assessed against the requirements of Parts
22 through 35 as applicable. Aircraft that have been certicated
by one of the recognised authorities are eligible for certication
under Part 21.29A, and for such aircraft, the requirements of
Australian Parts 22 to 35 are not applicable.
Aircraft type (or subsequent model variants) that have been found
acceptable following assessment are issued with an Australian
Type Certicate (TC) and Type Certicate Data Sheet (TCDS) for
aircraft under 21.13A (Australian) or 21.29 (foreign non-recognized
NAA). For aircraft from a recognised NAA, a Type Acceptance
Certicate (TAC) and Type Acceptance Certicate Data Sheet
(TACDS) is issued.
Post 1990 but pre 1 October 1998, all aircraft were issued with a
Certicate of Type Approval (CTA) and Certicate of Type Approval
Data Sheet (CTADS) or in some early cases an Aircraft Certicate
Conformance Sheet (ACCS).
21.183 (4) (a) states that;
An applicant for a standard certicate of airworthiness for aircraft
not covered by subregulation (1), (2) or (3) is entitled to the
certicate if:
a. The aircraft:
(i) Has a type design approved under a type certicate or a
supplemental type certicate; or
(ii) If there is no type certicate or supplemental type certicate
for the aircraft is of a type or model that has previously
been issued a certicate of airworthiness in the category
applied for;
If an aircraft does not have a type certicate, the certication
basis will be that which was applicable for the aircraft at the time
the aircraft type/model was rst issued an Australian certicate
of airworthiness e.g. CAO Part 101 series orders. Although these
orders have been repealed, they are still applicable to aircraft when
specied by the certication basis.
Type Certicate Data Sheets
Type Certicate Data Sheets (TCDS) contain information relevant to
the certication of particular aircraft.
TCDS contain information that is useful, not only at the time the
aircraft undergoes certication, but as an ongoing resource for the
life of an aircraft. Any time a Certicate of Airworthiness requires
renewal or re-issue, aircraft conguration or aircraft performance
information is required or some particular limitations are being
considered, the TCDS may provide crucial information. Following
are examples of what might be found on the data sheets, although
the information does vary from aircraft to aircraft.
Engines and propellers that can be installed and their
limitations
Fuels and oils that are approved for use in the engine
Airspeed limitations
Weight and balance limits, including the centre of gravity
range and the datum
The means for levelling the aircraft
Fuel and oil capacities and amounts that are unusable
Control surface movements
Operating ceiling
The certication basis for the aircraft
Equivalent safety items
Special conditions
The ight manual that is applicable to particular models
Placarding requirements
Conguration variations (e.g. Whether the aircraft may operate without a prop spinner)
Variations between aircraft models
The original type certication of a type of aircraft is taken very seriously. Part of
this process is a system where the type design (airworthiness standard) needs to be
maintained throughout the operational life of a particular aircraft, which is listed as
being manufactured and tested so that it meets stringent type certication standards.
As an aircraft is operated through its useful life, certain parts will deteriorate over time.
Modications are made so that the aircraft can be used for different types of operation.
Included with the initial type certication basis is a system of regular maintenance
activities designed to ensure that the aircraft remains in a condition that meets the type
design and is safe for operation. This system is called the continuing maintenance
program. The continuing maintenance program is reviewed and amended from time to
time so if design problems are encountered or unsafe problems occur, there is an ongoing
system to deal with them. Changes to the continuing maintenance program are usually
contained in documents such as service letters (SLs), service bulletins (SBs), service
instructions (SIs), advisory circulars (ACs) and amendments to the maintenance manual or
system of maintenance.
These are usually prepared by the aircraft manufacturer, or holder of the type certicate
and sanctioned, accepted or approved by the national aviation authorities of the country of
initial type certication or manufacture. In addition, the worlds aviation authorities issue
airworthiness directives to rectify design deciencies or safety problems for an aircraft or
aircraft type due to operational requirements. This can happen when things which were
designed to last the life of an aircraft are found to be wearing out or corroding.
In many cases when an aircraft was designed it was never imagined that it would be
still operating 25 to 30 years after manufacture, so many components of the design run
into difculties. There have also been many advances to aircraft equipment, particularly
in the area of avionics, since the 1950s and 60s. When designs need to be changed, or
new equipment tted, or parts that are no longer available or are difcult to obtain need
replacing, there are provisions in the regulations, provided the changes or equipment still
complies with the airworthiness standard of the aircraft.
Approved maintenance data
A denition of Approved maintenance data can be found in Civil Aviation Regulations
(CAR 1988 2A). These are placed in order of precedence:
1. Data included in or required by an AD.
2. Data included in or required by a direction by CASA.
3. Data included in or required by a condition placed on a maintenance release.
4. Data included and approved during type certication.
5. Data approved under CAR 1988 35.
6. Instructions issued by the manufacturer of an aircraft, aircraft component or material,
specifying how maintenance is to be carried out.
7. Instructions issued by the designers of approved modications to aircraft or aircraft
component, specifying how maintenance is to be carried out.
8. Any other instructions issued by CASA for the purpose of ensuring safety. Anything
approved by CASA.
Note: If CASA determines something should not be approved, it is not approved
maintenance data.
Note: All of the above are to work within the international acceptable airworthiness
standard applied to the aircraft type or individual aircraft or component.
What is the difference between Approved Maintenance Data and
Acceptable Maintenance Data?
Approved maintenance data is as dened above, i.e. from CAR 1988 2A. Acceptable
maintenance data is data which is not approved by CASA but is acceptable for use during
the performance of maintenance. This includes procedures which are considered normal
day-to-day practices not included in manufacturers instructions, but still a necessary
part, i.e. riveting brake shoes onto the backing plates, or replacing a screw.
These are normally procedures that are so common that manufacturers consider them to
be an integral part of the normal LAME training.
Many of these procedures can be found in textbooks such as AC 65, or in some
circumstances AC 43-13 (note AC 43-13 has some restrictions for use on Australian aircraft
and CASA should be consulted before using this publication).
How is Maintenance Data Approved
Maintenance data includes: repair schemes; modications; procedures; maintenance practices;
schedules; and systems of continuing maintenance. Manufacturer instructions are automatically
approved by CASA, provided the NAA of manufacture also approves them.
CASA specialist staff examine these instructions. If there is a problem or a deciency, the
approval is withdrawn and industry is informed, usually through AD action. For example,
instructions issued by Beechcraft are approved automatically by CASA so they can be
used immediately, provided they are also approved or accepted by the US Federal Aviation
Administration (FAA). This also applies to ight manuals and manufacturers supplements.
If the NAA of the country of manufacture approves a
supplemental type certcate (STC), parts manufacturing
authority (PMA) or technical standard order (TSO), these are
approved automatically by CASA, provided the country of
origin is recognised by Australia. However, if it is deemed by
the authority that there is a deciency that will affect safety,
this approval is withdrawn and industry is informed.
Recognised countries are:
The United Kingdom
Canada
The United States of America
The Netherlands
France
Germany
New Zealand
Since October 1998 there has been an opportunity for people to
apply for a CASA-approved Australian STC or TSO. If an STC or
TSO is to be incorporated which has not been approved by the
NAA of one of the countries listed above, they will need separate
Australian approval as though they were an Australian design.
If this data is accompanied by changes to the maintenance
system or schedule or to the ight manual, then these
supplements and changes are also approved.
In Australia, it is also possible to have a private person approve
a repair or modication so it becomes approved maintenance
data. These people are given an instrument of authority by
CASA with certain restrictions and they then act on CASAs
behalf. This is generally referred to as a CAR 35 approval.
This approved data may not change the type certication
requirements of the aircraft. A CAR 35 approved modication
or repair may not be accepted overseas.
In some instances CASA may approve maintenance data
through AD action. Remember in this case it is mandatory to
comply with this data.
CASA can also indicate that specic data must be used by
issuing a CAR 38 direction. This might be in the form of a letter
or an aircraft survey report (ASR). The actions indicated by a
CAR 38 direction are mandatory. These are usually issued for a
specic safety-related problem for a specic aircraft. They can
also be used to indicate a system of maintenance or schedule
or other data is decient and requires amendment.
Conclusion
Approval of modications or repairs
CAR 42V states that all maintenance on an Australian Aircraft
must be performed in accordance with approved maintenance
data. There are several ways of gaining a supply of approved
data. Some of these are automatically approved by the
Authority i.e Manufacturers Data (maintenance manuals etc),
while other data may require specic approval on an individual
basis i.e. under CAR 22 or CAR 35. CAR 2A (b) to (e) gives a
full list of what is considered to be Approved MAINTENANCE
data. Approved data may also contain the requirement for a
Flight Manual Amendment or continuing maintenance data,
which requires a change to the aircrafts approved system
of maintenance as applicable, These must both be approved
separately.
CAR 35
CAR 35 approvals can be applied for by any person. This
regulation is used to approve the design of a modication
or repair, not as a permission to perform the maintenance
required. Permission to perform the maintenance by a CAR 35
approved design is CAR 42V, and under the privileges listed
under each category of AME licence or an airworthiness
directive.
STCs and Instructions
STCs are now automatically approved by CASA as approved
data and, as such, can be used as a basis to carry out a
modication. Where the STC is modied in any way by the
person performing the modication, or the STC affects other
modications previously incorporated, then the STC containing
the aircraft specic requirements will need to be approved by
a CAR 35 delegate. It then becomes approved maintenance
data. A modied STC is a new modication, different from the
original approved STC. Be careful, when modifying an aircraft
using an STC as approved data, to ensure that the specic
aircraft is covered in the STC by model and serial number. If
the aircraft is not covered by the STC, then leave it unmodied
or have the STC approved by a CAR 35 delegate before
incorporation. In some instances the aircraft should not be
operated after incorporation of an STC until any ight manual
amendments or the system of maintenance is also approved.
Continuing Maintenance Instruction Contained in
CAR 35 data or an STC
Where CAR 35 approved data (design) or an STC contain
instructions for continuing maintenance, these instructions are
compulsory and form part of the aircrafts approved system
of maintenance. The system of maintenance for the specic
aircraft should then be amended to reect these additional
maintenance requirements and submitted to CASA for
approval.
CAR 36 Approval of Aircraft Components for use
as Replacements
Sometimes aircraft components are modied by the
manufacturer or are no longer available. A replacement part
approved by the manufacturer as an alternative through a
bulletin, letter or change to list of approved parts might be
used. Another method is to apply under CAR 36 for approval of
the component as a replacement.
CAR 36 refers to aircraft components, which implies that
the replacement component must be an approved aircraft
component rst, before being approved as a replacement.
For example, if a transistorised voltage regulator is used on
a Cessna aircraft and has a Cessna part number, because it
is already approved as an aircraft component, it may then on
application under CAR 36 be approved as a replacement for
a Piper voltage regulator. On the other hand, if the voltage
regulator is identical to the Piper regulator but has a Ford
Motor Company part number and is not approved as an
alternative by Piper, then its design must rst be assessed and
approved by a CAR 35 delegate to be an aircraft component
before it is further assessed under CAR 36 as a replacement for
a Piper regulator.
Be very careful as some aircraft and aircraft component
manufacturers use standard parts during manufacture, such as
Timkin bearings. These cannot be used for aircraft maintenance
if they are not procured under cover of a release document.
In fact they cannot be approved under CAR 36 until they are
approved under CAR 35. In some cases the manufacturer
may modify the component to suit their needs and retain the
original part number. Be aware that some components have
differing standards that are applied during manufacture of
the sub-components aircraft standards generally being the
highest or at least the most strictly controlled. So a component
procured under cover from the aircraft manufacturer can
generally be considered of a high conformity that has been
quality controlled, while the same component available
commercially may not be of the same standard or conformity.
You can only check this if the actual component is assessed for
conformity to the aircraft manufacturers standards in addition
to those imposed by the legislation individually before being
used.
Approved or acceptable data must be used at all times
during maintenance, repairs or modications. Where there is
approved data, it will take precedence over acceptable data.
With the exception of an STC, all approved and acceptable data
cannot alter the airworthiness standard or type certication
basis of the aircraft in question.
certication for MAINTENANCE
a p p r o v e d ma i n t e n a n c e d a t a 100 101
References
1. CAR 42ZE
2. CAR SCHEDULE 6
3. CAR 34
4. CAR 42G
5. CAR 42W
6. CAR 42ZC
7. CAR 42ZN
8. CAR 42ZP
9. CAR 43
10. CAR 47(1)
11. CAO 100.5
1. Certication for Completion of Stages of
Maintenance and CAR 42G Independent Inspections
a. What must be certied for
Whenever maintenance or a stage of maintenance is carried out by personnel permitted
to do so in accordance with CAR 42ZC it must be certied for. In addition, whenever an
independent inspection is performed by the appropriate personnel it must be certied
as completed. This requirement applies to any maintenance performed on an Australian
Aircraft regardless of size, category or location, including overseas.
b. Where must this certication be made
In the case where the certication is made for maintenance which will not lead to the issue
of a maintenance release the certication should be made:
i. on documents supplied and kept by the person certifying (system of certication);
ii. on the maintenance release; or
iii. in the aircraft log book or approved alternative.
In every case these documents must be retained as part of the aircrafts permanent
records.
NB: The maintenance release now forms part of the log book.
NB: In the case of a certication for an independent inspection as required by CAR 42G
and the certication is made on documents supplied by the person certifying, a further
certication must be made in the aircraft log book, e.g. two (2) certications are required
by both people carrying out the independent inspection.
c. Who must certify
Any person who carries out maintenance must certify for that maintenance. CAR 42ZC
gives a list of persons who are permitted to carry out maintenance and under what
circumstances.
Note: there is a difference between a person carrying out maintenance and a person
performing maintenance.
c e r t i f i c a t i o n f o r ma i n t e n a n c e 102 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 103
A person carrying out maintenance is the person or organisation who is in direct control
of the maintenance; e.g. a licensed engineer supervising a non-licensed person is legally
responsible for carrying out that maintenance.
When maintenance is carried out by the holder of a Certicate of Approval for
maintenance, the person certifying in this case does so for and on behalf of the
organisation.
When the non-licensed person mentioned above is the person actually doing the
maintenance they are performing that maintenance.
A person performing maintenance is the person who actually does the task, but they may
not be permitted to certify for that maintenance and will therefore require supervision by
the person certifying.
A further example of this concept is when a licensed aircraft maintenance engineer
recties an endorsement and then certies for that maintenance.
They are performing the maintenance whilst simultaneously carrying out the maintenance
and then certify acting for and on behalf of the organisation they are employed by. They
also may act independently, in which case they certify on their own behalf, but take full
responsibility on their own shoulders.
There is a point to remember when a sub-contactor is used to perform maintenance
because the maintenance organisation does not have the staff on handfor example,
ABC Aircraft Maintenance performs maintenance under an arrangement with Best
Aircraft Maintenancethen they should certify on documents supplied by ABC Aircraft
Maintenance. If on the other hand they are working for Best Aircraft Maintenance, they
then certify on documents supplied by Best Aircraft Maintenance they then certify on
documents supplied by Best Aircraft Maiintenance. They certify for and on behalf of Best
Aircraft Maintenance, as though they were employed by Best Aircraft Maintenance. What
documents are used for certication depends on the contractual agreement, whether
formal or informal, not who pays the persons salary.
d. What Must Be Included in the Certication
CAR Schedule 6 (See ANNEX A Page 16) paragraph 2.5 gives a detailed listing of what
must be included in the certication for a phase of maintenance and paragraph 2.6 details
what is to be included in a certication for an independent inspection in accordance with
CAR 42G.
What should be noted here is that the certication in more than a simple signature.
Very brief statement such as serviced or xed or part replaced do not meet the
requirements.
e. What is a Phase of Maintenance
A phase of maintenance is any part of a maintenance activity which requires a certication
by any person listed in CAR 42ZC. This certication is not for the entire maintenance or for
co-ordinating the maintenance. If a single person is completing 100% of the maintenance,
e.g. rectifying a fault, then that person will make a nal certication in the log book.
2. Co-ordination of Maintenance
Whenever maintenance is carried out by more than one person
for either a phase of maintenance of within a licence category,
then someone who carried out and certied for part of that
maintenance must certify as co-ordinator for the maintenance.
For example if two airframe licensed engineers perform part
of a phase check in the airframe category, one of them must
certify as co-ordinating that maintenance.
CAR Schedule 6 Part 3 list the various aspects of co-ordination
for maintenance.
a. The responsibilities of persons co-ordinating for
maintenance
The person co-ordinating for maintenance is responsible
for a considerable amount and should never take these
responsibilities lightly.
The person co-ordinating is responsible for ensuring:
i. that each stage of the maintenance was performed by an
approved person (CAR 42ZC)
ii. that the person who carried out the maintenance certied
for it
iii. that the carrying out of any stage of maintenance does
not adversely effect any other stage
iv. that all of the maintenance required within the category
wascompleted.
b. Co-ordination of the complete Maintenance
When a person co-ordinates maintenance in this case they have
additional responsibilities from those listed above. These are:
i. that each category requiring co-ordination is co-ordinated
by an appropriate person,
ii. that the maintenance was co-ordinated and certied,
iii. that maintenance carried out in each category does not
adversely effect maintenance in any other category, and
iv. that the maintenance was completed.
NB: A certication for co-ordinating complete maintenance is not
a nal certication. Final certication is a completely separate
issue and requires a separate signature.
c. Who is permitted to act as a co-ordinator
For co-ordinating within a category, the certication must be by
a person who performed and certied some of the maintenance
within that category.
For co-ordinating across categories (for the complete
maintenance), the person certifying must be either:
i. In the case where the maintenance was performed by more
than one person within a category, the person who co-
ordinated within a category; or
ii. if all of the complete maintenance was performed by one
person, that person.
When any of these personnel certify they must certify that co-
ordination was carried out. Co-ordination certication may be
made in documents supplied by the person carrying out the
maintenance or in the aircrafts log book.
NB: this will be a separate signature from the person making the
FINAL CERTIFICATION. Two signatures are needed.
d. What Must be Included in a Certication for
Co-ordination
A certication for co-ordination must contain the following:
i. the signature of the person certifying
ii . the licence number or Certicate of Approval number or
authority number of the person certifying
iii. if the person certifying is an employee or working under an
arrangement the certication must include the name and
Certicate of Approval number of their employer
iv. if the certication is for a category then the category must
be indicated
v. if the certication is for the complete maintenance then the
certication must include a statement that the certication is
for the complete maintenance
vi. the date the certication was made.
CAAP 42B-1(0) gives an example of a certication sheet. Please
note the statements beside each category (for & on behalf
of) and the CO-ORDINATING CERTIFICATION at the bottom.
A signature beside each category means the signatory either
performed the maintenance themselves or they co-ordinated
the category.
The certication sheet (Fig 1) is for a periodic inspection. The
same principles apply for any other maintenance.
Fig 1: A sample certication sheet
3. Final Certication
Once ALL of the maintenance is completed certied for and co-ordinated, one of the
persons who acted as a co-ordinator MUST make a nal certication to the effect that the
maintenance is complete (and the aircraft or component is returned to service) in the aircraft
log book or component log book (for an engine or propeller) or the component history card,
whichever is applicable. In some instances the nal certication can be made on a release
to service document, but it must be remembered that all of the information required by CAR
42W and CAR Schedule 6 must be included in the certication, and that the release to service
document then becomes a part of the components permanent records.
a. Who can Make the Final Certication
i. If only one person certied for all parts of the inspection then that person should make
the nal certication as well.
ii. If the maintenance was co-ordinated in only one category then the person who co-
ordinated should make the nal certication. For example, if only engine maintenance
was carried out by more than one person and was co-ordinated by one of those
persons then the co-ordinator makes the nal certication in the log book for the
engine inspection.
iii. If there are different categories certied, as in periodic inspection, the person who co-
ordinated the periodic inspection should make the nal certication.
b. What MUST be Included in the Final Certication
If the nal certication is for phases of maintenance which were certied on documents
held by the person certifying (as a record of the maintenance), the nal certication must
be made in the log book and contain the following details:
i. a brief description of the maintenance, not too brief though
ii. the signature, licence, authority or Certicate of Approval number of the person
certifying
iii. the time in service of the aircraft since new
iv. if the person certifying is employed by a certicate of approval holder, then the name of
the employer, certicate, licence or authority number (OF THE EMPLOYER)
v. details of any exemptions or variations approved under CAR 42ZS
vi. The details of approved data used. Be as specic as possible for your own protection.
vii. if the weight and balance is varied because of the maintenance, a record of that variation
viii. the results of any special inspections or Airworthiness Directives (ADs)
ix. the method, procedure and results of any NDT inspections carried out
x. if the maintenance is on a component, a description of the maintenance or if it was
supplied by another person the number of the documents supplied by the facility
IAW CAR 42W(4)
xi. Identication of any time-lifed components replaced during the maintenance, ADs for
the component complied with, the release document number, time in service, and/or
number of cycles since last overhaul and test performance gures if the component
was an engine
xii. any material used with the exception of a uid that was supplied under the cover of
a CAR 42X document, the number of this document.
c. What are the responsibilities of the person making a FINAL
certication
A person must not make a nal certication if they are not satised that:
i. all maintenance that was required was carried out
ii. all maintenance was co-ordinated
iii. all certications have been made, including those for independent inspection.
4. The System of Certication - CAR 42ZE and 42ZN
Certication, in the CASA airworthiness sense, is both a legal requirement and a useful
communication tool. In the latter instance, the certication given communicates the current
status of an aircraft, component or material with respect to the approved maintenance
data. The certication signals to those intending to use the aircraft, component or material
whether the item is airworthy or not. Without that certication an extensive search would
be needed to verify the extent of maintenance carried out.
5. Further Detailed Information
The certication is more than just a signature. It incorporates a description of the maintenance
performed, when it was carried out, pertinent details of the aircraft or component time in
service, and the licence or authorisation details of the person giving the certication.
The legal requirement aspect parallels the communication benet because it enables
an auditable trail to be established which points up the validity or otherwise of the
certications given. The system of certication enables the integrity of the airworthiness
system to be veried so that the communications benet is
solidly based on regulatory compliance, without which there
would be no basis in trust for accepting the data or facts
communicated.
The completion of all maintenance on an Australian aircraft
must be certied by the person who carries out the maintenance
in accordance with an approved system of certication or the
CASA system contained in Schedule 6 to the Regulations (CAR
42ZE(1)(a) or (b)) or 42ZN for certication overseas).
Because of the notion at law of an employers vicarious liability
for the work done by their employees, maintenance undertaken
by employee/s of a Certicate of Approval holder, an AME
licence holder, or the holder of an appropriate airworthiness
authority is taken to be conducted by the employing
authorisation holder(CAR 42ZE(2)), and not the employee.
Because of the complexity of modern aircraft and the fact that
maintenance can be carried out across shifts and by various
categories of tradespersons, it is unlikely that one individual
could be across all maintenance done at the one hangar visit,
particularly if the inspection conducted was a major check.
For those reasons the person who may be required to certify
for completion of maintenance may apply to CASA for the
approval of a system of certication. The proposed system must
be compared by CASA to the benchmark criteria of the CASA
Schedule 6 system before approval is granted. CASA must
approve the system if it is satised that it adequately provides for
certication of completion of maintenance (CAR 42ZG(1)(b)).
At CAR 42ZJ, CASA may give a direction under CAR 38 to the
person who has an approved system of certication to make a
specied change to the system and to re-submit the change to
CASA or an authorised person for approval. The person holding
the approved system of certication may also apply to CASA or
an authorised person for approval of a proposed change. CAR
42ZK requires CASA to approve the change if the proposal will
continue to provide an adequate system of certication.
NB : The initial approval of a system of certication is done by
CASA (CAR 42ZG) while any changes to the approved system can
be approved by CASA or an authorised person (CAR 42ZK).
Where the aircraft has maintenance carried out outside Australia,
the aircraft cannot be own unless the completion of maintenance
has been certied (in a manner acceptable to CASA) by:
The pilot in command for maintenance who is authorised to
perform
The holder of a valid and appropriate Australian AME licence,
or maintenance authority
The holder of a valid AME licence issued by a Contracting State
provided the maintenance was performed in that State
An appropriately authorised employee of an organisation
approved by the authority of the Contracting State to undertake
that maintenance in accordance with the aircrafts approved
system of maintenance
The Regulations at CAR 42ZP prohibit the issuing of a certication
for the completion of maintenance on an aircraft, component or
material unless the maintenance was carried out to approved data
as dened by CAR 2A.
You should also note that where activities other than maintenance
are conducted, e.g., component manufacture, the system of
certication must be that approved under CAR 34.
It should be noted that the phrase certication for the completion
of maintenance applies to any maintenance done not just the
coordinating certication given at the completion of a major
inspection. For example, if an approved replacement PMA part
numbered oil pressure transmitter is replaced on a piston engine,
the certication given in the appropriate log book or alternative
document must reect:
The date of certication for completion of the maintenance
The aircraft registration, and time in service
A signature and licence or authority number
The name and certicate or licence number of the approval
holder performing the maintenance
The approved data the maintenance was carried out to;
The part name, model or part number
Release Certicate Approval Tag number and details
A statement covering any additional work necessary to ensure
serviceability e.g., oil feed line bled, engine run, indications
within limits.
If the maintenance involved the replacement of a Rotable Spare
the certication would need to be expanded to include :
The serial number;
AD compliance (where the component replaced is of a different
AD status to the original unserviceable component the change
in status must be noted as part of the certication - it may
affect operational approvals like EROPS, 288 programs or the
monitoring of time-lifed history);
As the component is a Rotable it is subject to an overhaul life
so the Total Time in Service (TTIS), or total cycles, if appropriate,
and Time Since New (TSN) or Time Between Overhaul (TBO)
must be noted.
The term Rotable Spare is dened in the IATA WATOG as An item that can be economically
restored to a serviceable condition and, in the normal course of operations, can be repeatedly
rehabilitated to a fully serviceable condition over a period approximating the life of the ight
equipment to which it is related.
If the replacement part was a major component like a turbine engine on which the performance
of the aircraft is dependent, the certication must also include the engines test performance
gures.
Where the maintenance carried out relates to compliance with an Airworthiness Directive, if
damage or a defect is found, the damage or defect can only be classied as not major where
the damage or defect is within limits specied in the AD. Where damage or a defect is found
and the AD does not specify limits, the nding constitutes major damage or a major defect. The
raising of an Airworthiness Directive implies the existence of known major damage or a major
defect. In all cases a Major Defect Report (MDR) is required.
Where a certication is given for completion of maintenance which involves a repair or
modication, the certication must include reference to the current approved maintenance data
used and must record any weight or balance changes.
NB : It is not adequate to state Repair carried out IAW AC 43.13.1A. The certication must
specify the specic section or diagram in AC 43.13.1A that applies, and in addition must state
that the repair adopted from the AC is appropriate to the area being repaired and does not
conict with the manufacturers data.
The system of certication for completion of maintenance should allow the following ground
rules to apply :
A person may rely on a previous certication for maintenance of the same breadth and
scope of work that the maintenance was properly completed to approved data and was
airworthy at the time the certication was made. A narrower extension of this is :
A person certifying for completion of maintenance within an AME licence category may
accept a certication made within that category provided the original certication was
made on a maintenance document which identied the maintenance to which it relates
and, if the maintenance was an inspection, that details of any damage or defects found are
recorded, together with any rectication made as a direct result of that inspection.
A certication, within a licence category, for the completion of a repair or modication
involving manual welding (including braze welding) must be made by the holder of a valid
appropriate AME licence after ensuring that the subject welding has been done to approved
data and so certied by the holder of a valid appropriate Welding Authority issued by CASA.
Similarly for NDT certication, the holder of a valid appropriate AME licence must certify
that an inspection involving the use of a Non-Destructive Test (NDT) method has been
completed to approved maintenance data by the holder of a valid appropriate NDT Authority,
a registered person of a Class 1 NDT organisation, or if the test used (aerosol packed) liquid
penetrant the holder of a valid appropriate AME licence.
Before making the certication the person making the certication should ensure that defects
found have been assessed for further maintenance and appropriately recorded.
Naturally, as a corollary to the above, where maintenance performed invalidates a
certication previously made, all necessary maintenance must be carried out and properly
re-certied before the person makes a new certication for completion of maintenance.
In relation to a system of certication, the carriage of a defect as an allowable MEL item must not
be so certied unless the defect has no adverse effect on the aircraft beyond that allowed by the
MEL and that maintenance procedures required by the MEL have been satisfactorily completed.
Further specic training will address the use of an MEL.
As the CASA System of Certication of Completion of Maintenance, Schedule 6, is the baseline
procedure against which all other systems must be compared before approval, we need to
examine the schedule to extract the pertinent parts.
SCHEDULE 6
You will note in the Interpretation PAGE 7 the vicarious liability concept again surfaces. It is for
this reason that organisation charts submitted for Certicate of Approval issue should extend
down to the coal-face supervisor level.
There is also a distinction made between the person who performs maintenance, that is, the
person who actually does the work, and the person who carries out maintenance. The latter
doesnt include the person who performs maintenance in the course of their employment. Again
the vicarious liability concept leads to the employer as the responsible party.
The certication options covered in Schedule 6, at Part 2, cover the duplicate inspection
requirements of CAR 42G(2); that is, a certication for the completion of each stage of
maintenance and the nal certication, at Part 3, the certications needed for the co-ordination
of maintenance across shifts or across licence categories, and in Part 4 the required nal
certication.
Taking each Part in turn and examining the detailed requirements you can see there are
similarities.
In terms of CAR 42ZG(2) the certication for the initial ight control system maintenance, done
right up to completion of the task, is seen as constituting completion of a stage of maintenance
(because the maintenance is not completed until the nal inspection is done), and is certied for
by the person who actually performed the work.
Once the duplicate inspection is completed, the person who completes the inspection certies
for the completion of maintenance. Whether there exists a separate record of the maintenance
being carried out or not, the nal certications must also go in the aircraft log book or approved
alternative maintenance record.
The person doing stage inspection under CAR 42G(2) must prepare a certication description
which satises the items referenced above as constituting a certication. In addition the
certication for completion of a duplicate inspection under 42G(2) must set out which system
was inspected, be signed by the person making the certication and include the licence,
authority or Certicate of Approval number of the person certifying and the date of certication.
Part 3 of Schedule 6 states that where more than one person
performs stages of maintenance within a licence category,
co-ordination of the maintenance is required by one of the
workers performing the maintenance in the licence category-
for that category of maintenance.
The person who co-ordinates (within category) must ensure
four things:
Each stage of maintenance is performed by a person
permitted by CAR 42ZC to carry out the maintenance
That a certication for completion of a stage of maintenance is
made by the person who performs the stage of maintenance
That the stage of maintenance completed does not
adversely affect another stage of maintenance
The maintenance for that category of maintenance is
completed.
An extension of the co-ordination requirement occurs where
maintenance is conducted in more than one category and
more than one person is involved in the maintenance. In this
instance the maintenance co-ordination across categories can
be coordinated by any one of the persons certifying for co-
ordination of maintenance in a particular category. An approved
alternative coordinator to the above is a person specically
approved by CASA to co-ordinate different categories of
maintenance.
The person co-ordinating maintenance across categories must
ensure that the following four items are addressed:
That each category of maintenance that requires co-
ordination because more than one person is engaged in
the maintenance is properly co-ordinated by a person who
performed a stage of maintenance within the category
That a certication for the co-ordination of each category
of maintenance is made by the person coordinating the
category
The carrying out of each category of maintenance does not
adversely affect another category of maintenance
The maintenance is completed.
Once the above four items are addressed, the person co-
ordinating the maintenance must certify either in documents
kept by the person carrying out the maintenance, or in
the aircraft log book or approved alternate record that the
maintenance was co-ordinated.
The certication for co-ordination of maintenance must be
signed and dated by the person making the certication. The
certication must also include the licence, authority or Certicate
of Approval number of the person certifying. In addition, if the
person is an employee, the name of the employer and their
appropriate approval number. To complete the certication, if the
co-ordination was in a category, the category must be named; if
the certication is for different categories, a statement detailing
the categories must be included.
Details of the nal certication process
The nal certication for completion of maintenance is
made when all maintenance required to be carried out at a
particular time has been completed, and where co-ordination
of maintenance is required, the co-ordination is completed and
certied.
Pilots carrying out maintenance must certify for the work they
have done.
The nal certication must be made in the aircraft log-book or
approved alternative maintenance record.
Since the category and co-ordination certications can be
retained on documents other than the aircraft log book or its
approved alternative, it means that the log book can be used
as a guide to the maintenance carried out, but surveillance of
the licence appropriateness of the persons certifying (including
certications for compliance with ADs), or coordinating, must
rest on a review of the maintenance record documentation
kept by the person undertaking the maintenance.
If one person certied for the carrying out of maintenance, that
person must provide the nal certication for completion of
maintenance.
If a person co-ordinated maintenance which was only carried
out within one category, that person must give the nal
certication for completion of maintenance.
If more than one category of maintenance was co-ordinated,
the person co-ordinating the maintenance must provide the
nal certication.
Where certications for completion of stages of maintenance
are made in documents kept by the person carrying out
maintenance as a record of the maintenance done, the detailed
information must be brought forward to the log book or
alternative maintenance record for the nal certication.
In addition to the required details of the nal certication listed
below, the information brought forward to the log book must
include:
The aircraft time in service since new
A listing of the approved maintenance data used to carry out the maintenance
Details of any exemption from, or variation to, requirements under 42ZS
A record of any variations to weight or balance caused by the maintenance activity
If a special inspection was undertaken, the results found
Record of a duplicate inspection under CAR 42G(2)
Where an NDT inspection was carried out there should be a record setting out the NDT
method used, the procedure for carrying out the test, and a statement of the ndings
A list of ADs complied with during the maintenance and a listing of defects found in
complying with the directives
A listing of installed components supplied under release documents, together with the
release document numbers
A list of time-lifed components removed and replaced during the maintenance listed by
description and, if applicable, part number, serial number together with the component
AD status and the supply release document number
In relation to time-lifed components, if any listed components have not been
overhauled, the Time Since New (TSN) or number of cycles completed since new; if
any of the components have been overhauled, set out the time in service (TSO) or the
number of cycles since the most recent overhaul
If the component changed is an engine, the test performance gures of the engine
If a material used in the maintenance (not being a fuel or lubricant)[not uid as in the
schedule - uids include gases], has maintenance carried out on it and was supplied by
another person, details of the supply release document, including its number, should
be listed;
Finally there should be a cross-referenced identication of the documents kept by the
person carrying out the maintenance as the maintenance record.
Final certication must include a brief description of the type of maintenance carried out,
and be signed and dated by the person making the certication together with their licence
number, airworthiness authority number or Certicate of Approval number of the person
making the certication. If the person is an employee, the name and approval number of
the persons employer must be stated.
NB: If certications for completion of stages of maintenance have been made in the
aircraft log book or approved alternative document, a nal certication must cover the
items referenced in the paragraph above.
NB: The brief description required in the certication may be fairly extensive. If that is the
case, reference to documents containing the description is acceptable. What is essential is
that the what, where, when and how of the maintenance can be traced if necessary.
A person must not make a nal certication unless the person is satised that all required
maintenance has been carried out and the required co-ordinations have been duly co-
ordinated and certied.
The so-called nal certication equates to a Return to Service (RTS) certication
following any maintenance, whether the maintenance has been a major staged inspection
or a direct component replacement during turnaround. The RTS certication maintains the
airworthy status of the aircraft - as was noted before, the aircraft may be safe following
rectication but it is not airworthy until the certications are made.
The FAA denes maintenance as inspection, overhaul, repair, preservation and the
replacement of parts, but excludes preventive maintenance (which is further dened as
simple or minor preservation operations and the replacement of small standard parts not
involving complex assembly operations).
Except for the reference to preventive maintenance, ICAO mirrors the FAA denition,
namely, any one or combination of overhaul, repair, inspection, replacement, modication
or defect rectication of an aircraft or aircraft component.
ANNEX A
CIVIL AVIATION REGULATIONS 1988
Schedule 6 CAA system of certication of completion of maintenance
(subregulation 2 (1))
(denition of CAA system of certication of
completion of maintenance)
Part 1: Interpretation
What is meant by the person who carries out the maintenance?
1.1 In this Schedule, a reference to the person who carries out the maintenance does not
include a reference to a person who performs maintenance in the course of his or her
employment with an employer.
What is meant by performs maintenance?
1.2 In this Schedule, a reference to the person who performs maintenance is a reference to
the person who physically does the maintenance.
Supervisor to be responsible for work he or she supervises
1.3 In this Schedule, maintenance performed by a person who is permitted by paragraph
42ZC (3) (b) or 42ZC (4) (c) to carry out maintenance under the supervision of a
person who holds an aircraft maintenance engineer licence is to be taken to have
been performed by the person who supervised the maintenance and not by the rst-
mentioned person.
Part 2: Certication of completion of
stages of maintenance and inspections
under subregulation 42G (2)
What is to be certied?
2.1 A certication must be made for:
(a) the completion of each stage of maintenance; and
(b) the completion of an inspection under subregulation 42G (2).
Who is to certify?
2.2 A certication for completion of a stage of maintenance
or an inspection under subregulation 42G (2) is only
to be made by the person who performed the stage of
maintenance or the inspection.
Note Regulation 42ZC sets out who can perform maintenance.
Where must a certication be made?
2.3 A certication for completion of a stage of maintenance or
an inspection under subregulation 42G (2) must be made:
(a) in the documents kept by the person carrying out the
maintenance as a record of the carrying out of the
maintenance; or
(b) in the aircraft log book or approved alternative
maintenance record for the aircraft.
2.4 If completion of an inspection under subregulation 42G (2)
is certied in the documents kept by the person carrying
out the maintenance as a record of the carrying out of the
maintenance, completion of the inspection must also be
certied in the aircraft log book or approved alternative
What must be included in a certication?
2.5 A certication for completion of a stage of maintenance
must:
(a) be signed by the person making the certication; and
(b) include the licence number, airworthiness authority
number, aircraft welding authority number or certicate of
approval number of the person making the certication;
and
(c) include the date on which the certication was made; and
(d) if an exemption from or variation to a requirement is
in force under regulation 42ZS in relation to the aircraft
set out details of the exemption or variation; and
(e) if, in the course of carrying out the maintenance, the
weight or balance of the aircraft has been varied
include a record of the variation; and
(f) if a special inspection was carried out set out what was
found as a result of the inspection; and
(g) if, in the course of carrying out the maintenance, an
inspection using a non-destructive testing method was
carried out set out:
i. the non-destructive testing method used in carrying out
the inspection; and
ii. the procedure used in carrying out the inspection; and
ii. what was found as a result of the inspection; and
(h) include a list of airworthiness directives complied with in
the course of carrying out the maintenance and set out any
defects found in complying with those directives; and
(i) if, in the course of carrying out the maintenance, an
aircraft component:
(i) that has had maintenance carried out on it; and
(ii) that was supplied to the person carrying out the
maintenance by another person;
was tted set out the number of the document that
covered the supply of the component in accordance with
subregulation 42W (4);
(j) if, in the course of carrying out the maintenance, a time-
lifed aircraft component was tted or replaced:
i. identify the component and specify (if applicable) the
part number and serial number of the component; and
ii. list the airworthiness directives that have been complied
with in relation to the component; and
iii. if the component was supplied to the person carrying
out the maintenance by another person set out the
number of the document that covered the supply of the
component in accordance with subregulation 42W (4);
and
iv. if the component has not been overhauled set out the
time in service of, or the number of cycles completed by,
the component since new; and
v. if the component has been overhauled set out the
time in service of, or number of cycles completed by, the
component since its most recent overhaul; and
vi. if the component is an engine set out the test
performance gures of the engine;
(k) if, in the course of carrying out the maintenance, an
aircraft material:
i. that has had maintenance carried out on it; and
ii. that was supplied to the person by another person; and
iii. that is not a uid;
was used set out the number of the document that
covered the supply of the material in accordance with
subregulation 42X (1); and
(l) if a certication is made in the aircraft log book or approved alternative maintenance
record for the aircraft set out:
i. the time in service of the aircraft since new; and
ii. if the person making the certication is an employee the name of the persons
employer and the employers certicate of approval number, licence number,
airworthiness authority number or aircraft welding authority number.
2.6 A certication for completion of an inspection under subregulation 42G (2) must:
(a) set out which system was inspected; and
(b) be signed by the person making the certication; and
(c) include the licence number or airworthiness authority number or certicate of
approval number of the person making the certication; and
(d) include the date on which the certication was made.
Part 3: Certication of co-ordination of maintenance
When is co-ordination of maintenance required?
3.1 If more than one person performs stages of maintenance within a category of
maintenance, the person carrying out the maintenance must ensure that one of the
persons specied in paragraph 3.5 co-ordinates the carrying out of that category of
maintenance.
3.2 If:
(a) maintenance within more than one category of maintenance is carried out on an
aircraft; and
(b) more than one person performs that maintenance;
the person carrying out the maintenance must ensure that one of the persons
specied in paragraph 3.6 co-ordinates the carrying out of those categories of
maintenance.
What is the responsibility of a person who co-ordinates maintenance?
3.3 A person who co-ordinates the carrying out of maintenance within a category of
maintenance must ensure:
(a) that each stage of maintenance is performed by a person who is permitted by
regulation 42ZC to carry out the maintenance; and
(b) that a certication for the completion of each stage of maintenance is made by the
person who performed the stage of maintenance; and
(c) that the carrying out of each stage of maintenance does not adversely affect another
stage of maintenance; and
(d) that the carrying out of the category of maintenance is completed.
3.4 A person who co-ordinates the carrying out of more than one category of maintenance
must ensure:
(a) that each category of maintenance that is required to be co-ordinated by paragraph
3.1 is co-ordinated by a person specied in paragraph 3.5; and
(b) that a certication for the co-ordination of each category of maintenance that is
required to be co-ordinated because of paragraph 3.1 is made by the person who co-
ordinated the category of maintenance; and
(c) that the carrying out of each category of maintenance does not adversely affect
another stage of maintenance; and
(d) that the carrying out of the maintenance is completed.
Who must co-ordinate maintenance within a category of maintenance?
3.5 If the carrying out of maintenance within a category of maintenance is required to be
co-ordinated because of paragraph 3.1, the maintenance must be co-ordinated by one
of the persons who performed a stage of maintenance within that category.
Who must co-ordinate maintenance across categories?
3.6 If the carrying out of different categories of maintenance is required to be co-ordinated
because of paragraph 3.2, the maintenance must be co-ordinated by:
(a) if maintenance within a category of maintenance is performed by more than one
person the person co-ordinating the carrying out of maintenance within that
category; or
(b) if maintenance within a category of maintenance is performed by one person that
person; or
(c) a person approved by CASA to co-ordinate the carrying out of different categories of
maintenance.
When and by whom does co-ordination of maintenance have to be
certied?
3.7 If maintenance is required to be co-ordinated under this Part, the person who co-
ordinates that maintenance must certify that it was co-ordinated.
What is the responsibility of a person who certies for co-ordination of
maintenance?
3.8 The person who co-ordinates the carrying out of maintenance within a category of
maintenance must not certify for co-ordination of the maintenance unless the person is
satised:
(a) that each stage of maintenance was performed by a person who is permitted by
regulation 42ZC to carry out the maintenance; and
(b) that a certication for completion of each stage of maintenance has been made by the
person who performed the stage of maintenance; and
(c) if the person thinks that the carrying out of a stage of maintenance adversely affected
another stage of maintenance:
i. that the affected stage of maintenance is no longer adversely affected; and
ii. if maintenance was performed that certication has been made for completion of
the maintenance; and
(d) that the carrying out of the category of maintenance has been completed.
3.9 The person who co-ordinates the carrying out of more than one category of maintenance
must not certify for co-ordination of the maintenance unless the person is satised:
(a) that each category of maintenance that was required to be co-ordinated by paragraph
(b) 3.1 was co-ordinated by a person specied in paragraph 3.5; and
(c) that a certication for the co-ordination of each category of maintenance that was
required to be co-ordinated by paragraph 3.1 was made by the person who co-
ordinated the maintenance; and
(d) if the person thinks that the carrying out of a category
of maintenance adversely affected another category of
maintenance:
i. that the affected category of maintenance is no longer
adversely affected; and
ii. if maintenance was performed that certication has
been made for completion of the maintenance; and
(e) that the carrying out of the maintenance has been
completed.
Where must a certication for co-ordination of
maintenance be made?
3.10 A certication for the co-ordination of maintenance must
be made:
(a) in the documents kept by the person carrying out the
maintenance as a record of the carrying out of the
maintenance; or
(b) in the aircraft log book or approved alternative
What must be included in a certication for co-
ordination of maintenance?
3.11 A certication for the co-ordination of maintenance must:
(b) include the licence number, airworthiness authority
number or certicate of approval number of the person
making the certication; and
(c) if the person making the certication is an employee
state the name of the persons employer and the
employers certicate of approval number, licence number
or airworthiness authority number; and
(d) if the certication is for the co-ordination and completion
of the carrying out of maintenance within a category of
maintenance set out the category of maintenance; and
(e) if the certication is for the co-ordination of the carrying
out of different categories of maintenance include a
statement to that effect; and
(f) include the date on which the certication was made.
Part 4: Final certication
When must a nal certication be made?
4.1 A nal certication for completion of maintenance on an
aircraft must be made when:
(a) all of the maintenance required to be carried out on an
aircraft at a particular time; and
(b) if the maintenance is required to be co-ordinated by Part 3
co-ordination of the maintenance; has been completed
and certied.
Where must a nal certication be made?
4.2 A nal certication for the completion of maintenance
on an aircraft must be made in the aircraft log book or
approved alternative maintenance record for the aircraft.
Who must certify?
4.3 A nal certication must be made by:
(a) if one person certied for the carrying out of the
maintenance that person; or
(b) if the carrying out of maintenance within one category of
maintenance only was co-ordinated the person who
co-ordinated the category of maintenance; or
(c) if the carrying out of different categories of maintenance
was co-ordinated the person who co-ordinated the
maintenance.
What must be included in a nal certication?
4.4 If certications for completion of stages of maintenance
are made in the documents kept by the person carrying
out the maintenance as a record of the carrying out of the
maintenance, a nal certication must:
(a) include a brief description of the type of maintenance
carried out; and
(b) be signed by the person making the certication;
(c) include the licence number, airworthiness authority
number or certicate of approval number of the person
making the certication;
(d) set out the time in service of the aircraft since new;
(e) if the person making the certication is an employee
state the name of the persons employer and the
employers certicate of approval number, licence number
or airworthiness authority number;
(f) set out details of the approved maintenance data used to
carry out the maintenance;
(g) if an exemption from or variation to a requirement is
in force under regulation 42ZS in relation to the aircraft
set out details of the exemption or variation;
(h) if, in the course of carrying out the maintenance, the
weight or balance of the aircraft has been varied
include a record of the variation;
(i) if a special inspection was carried out set out what was
found as a result of the inspection;
(j) if, in the course of carrying out the maintenance, an inspection using a non-
destructive testing method was carried out set out:
i. the non-destructive testing method used in carrying out the inspection; and
ii. the procedure used in carrying out the inspection;
iii. what was found as a result of the inspection; and
(k) include a list of airworthiness directives complied with in the course of carrying out
the maintenance and a statement setting out any defects found in complying with
those directives;
(l) if, in the course of carrying out the maintenance, an aircraft component:
i. that has had maintenance carried out on it; and
ii. that was supplied to the person carrying out the maintenance by another person;
was tted set out the number of the document that covered the supply of the
component in accordance with subregulation 42W (4); and
(m) if, in the course of carrying out the maintenance, a time-lifed aircraft component
was tted or replaced:
i. identify the component and that includes (if applicable) the part number and serial
number of the component;
ii. list the airworthiness directives that have been complied with in relation to the
component;
iii. if the component was supplied to the person carrying out the maintenance by
another person set out the number of the document that covered the supply of
the component in accordance with subregulation 42W (4);
iv. if the component has not been overhauled set out the time in service of, or the
number of cycles completed by, the component since new;
v. if the component has been overhauled set out the time in service of, or number
of cycles completed by, the component since its most recent overhaul;
vi. if the component is an engine set out the test performance gures of the engine;
(n) if, in the course of carrying out the maintenance, an aircraft material:
i. that has had maintenance carried out on it;
ii. that was supplied to the person by another person; and
iii. that is not a uid;
was used set out the number of the document that covered the supply of the
material in accordance with subregulation 42X (1); and
(o) identify the documents kept by the person carrying out the maintenance as a record
of the carrying out of the maintenance; and
(p) include the date on which the certication was made.
4.5 If certications for completion of stages of maintenance are made in the aircraft log
book or approved alternative document for the aircraft, a nal certication must:
(b) include the licence number, airworthiness authority number or certicate of approval
number of the person making the certication; and
(c) if the person making the certication is an employee state the name of the
persons employer and the employers certicate of approval number, licence number
or airworthiness authority number; and
(d) include the date on which the certication was made.
What is the responsibility of a person who makes a nal certication?
4.6 A person must not make a nal certication unless the person is satised that:
(a) all maintenance required to be carried out on the aircraft has been carried out; and
(b) if the maintenance was required to be co-ordinated by paragraph 3.1 or 3.2 the
maintenance has been co-ordinated; and
(c) certications that are required to be made by paragraph 2.1 or 3.7 have been made.
ANNEX B
CERTIFYING ON THE MAINTENANCE RELEASE (MR)
Certifying on the Maintenance Release is not a unique experience.
With the exception of periodic maintenance most maintenance is certied on either work
sheets (system of certication) or on the Maintenance Release.
There are several factors in certifying for maintenance on the maintenance release which
have over a period of time been forgotten.
1. Since 1988 and the introduction of the DA 741 maintenance release in 1992 (loose
leaf log book system), the maintenance release has been part of the aircrafts
permanent records. The regulation changes in 1988 removed CAO 100.5.1 and CAO
100.5.2, and stipulated that a maintenance release must be kept for only 12 months
after the issue of a new one. The situation now is that the maintenance release is to
be kept with the aircrafts permanent records following the same rules as the aircraft
log book (i.e kept by the C of R holder for a period no less than 12 months after
the aircraft ceases to be on the Australian Register). In spite of this provision it is
recommended that the records be retained for much longer periods. In the instance
where the aircraft has not been on the register for several years and someone wishes
to rebuild, refurbish, x and y the aircraft, it will be placed back on the register. No
problems here? But what about the Certicate of Airworthiness (C of A)? The aircraft
historical records are neededthis also applies to aircraft components and includes
the maintenance releases issued previously. The lack of these records could cause
considerable expense to and problems for the person/s wishing to y this aircraft or
use the aircraft components.
2. Because the Maintenance Release is part of the aircrafts log book, the same rules
apply as for certication in the log book. This means that CAR 1988 42ZE and CAR 1988
Schedule 6 applies to the Maintenance Release.
3. Certication on the Maintenance Release must be made by the same persons who are
permitted to certify for maintenance, e.g. those outlined in CAR 1988 42ZC.
4. A person can certify for and on behalf of their employer, or in their own right. It must
be remembered though that if you certify for your employer the certication must say
this, i.e. LH ASI changed, SNo ASI VS 001 removed, SNo ASI VS 12001, Release Note
number 100000123, tted IAW Piper Maintenance Manual (No 2222), Section 16 para 2
(1998). Ground test serviceable. Certied for and on behalf of AAAAAAAA Aviation by
XXXXXXX Lic No s10098. On 12/12/2000 at 1545.6 HRS TTIS.
Without the for and on behalf section of this certication
the certifying LAME is signing taking FULL responsibility
themselves. This could lead to litigation problems in the
future, in which case you will be on your own.
5. The certication requirements are the same for all persons
listed in CAR 1988 42ZC including pilots.
6. The more information which can be included in the
certication, the better. This will promote communication
between all interested parties and can be benecial in
cases where your actions may need to be justied in
the future. Remember your certication can be used as
evidence by the defendant as well as the prosecution in
court. The lack of information in a certication can cause
misunderstandings and make it very difcult if you need to
make justication later. It may just save your skin.
Instructions for the certication on the Maintenance Release
are listed in CAR 1988 42ZE, CAR 1988 Schedule 6, CAO 100.5
and on the cover of the DA 741 Maintenance Release Book.
ANNEX C Useful addresses
Civil Aircraft Register
CASA House,
Corner of Northbourne Avenue and Barry
Drive, Canberra ACT 2600
GPO Box 2005, Canberra ACT 2601
Telephone: 131 757
Facsimile: 02 6217 1991
email: aircraft.register@casa.gov.au
Web Site: www.casa.gov.au/casadata/
register/index.htm
Airworthiness Standards Branch
Includes certication and maintenance
standards
CASA House
Corner of Northbourne Avenue and Barry
Drive, Canberra ACT 2600
GPO Box 2005, Canberra ACT 2601
Telephone: 131 757
Web Site: http://www.casa.gov.au
CASA Area Ofces
General Aviation Operations
CASA national telephone number
(local call cost) 131 757
Sydney Basin
Building 628 Airport Avenue
Bankstown Airport NSW 2200
Fax: 02 9780 3045
email: sydneybasin@casa.gov.au
Victoria and Tasmania
19 Second Avenue
Moorabbin Airport, Mentone Vic 3194
Fax: 03 9518 2792
email: victasmail@casa.gov.au
NSW Country Canberra
Cnr Nomad Drive & Ceres Road
Canberra Airport, Pialligo ACT 2609
Fax: 02 6217 1446 or 02 6217 1319
email: nswcountry@casa.gov.au
NSW Country Tamworth
Cnr Rentell St & Basil Brown Drive
Tamworth Airport NSW 2340
Fax: 02 6755 2240
email: nswcountry@casa.gov.au
West
130 Fauntleroy Ave
Perth Airport WA 6104
Fax: 08 9366 2810
email: west@casa.gov.au
South Queensland
39 Navigator Place
Hendra QLD 4011
email: southqld@casa.gov.au
NT and Kimberley
Reservations House, 3 Cecil Cook Ave
Darwin airport, M arrara NT 0812
Fax: 08 89432986
Email: nt@casa.gov.au
Central
4 Kel Barclay Avenue
Adelaide Airport SA 5950
Fax: 08 8422 2900
Email: central@casa.gov.au
North Queensland - Cairns
Building 78, Mick Borzi Drive,
Cairns International Airport
Cairns QLD 4870
email: northqld@casa.gov.au
North Queensland Townsville
1 Coral Sea Drive
Townsville Airport QLD 4814
email: northqld@casa.gov.au
Airline Operations
CASA national telephone number
(local call cost) 131 757
Sydney
Building 235
Cnr Qantas Dr & Robey St
Mascot 2020
email: sydneyairlines@casa.gov.au
Melbourne
Level 11,
505 Little Collins Street
Melbourne VIC 3000
email: melbairlines2@casa.gov.au
Brisbane
39 Navigator Place
Hendra, Brisbane QLD 4011
email: brisbaneairlines@casa.gov.au
corrosion and corrosion CONTROL
c e r t i f i c a t i o n f o r ma i n t e n a n c e 126 127
Introduction
All aircraft are built from a variety of materials. There is one
group of materials out of these, that is subject to deterioration
due to corrosion, which is metal and to a certain extent
plastics. While wood and fabric suffer from the effects of
ageing and deterioration, fewer of these types of materials
are used in modern aircraft. This booklet will not cover wood
and fabric deterioration, which will be the subject of a future
dedicated publication.
Corrosion in metal is basically caused by the addition of water
between two different metals; this is also a problem with alloys
(which is basically several metals combined) if water is present.
Corrosion is often difcult to detect but once the process
begins the deterioration and degradation of the metallic
materials can be rapid. An example of this is a Piper single-
engine aircraft that was inspected specically for corrosion.
Twelve months later, at the next periodic inspection, severe
corrosion was indicated. The difference between the two
occasions was that prior to the corrosion inspection the aircraft
was parked in a hangar and washed occasionally; after the
inspection the aircraft was parked out in the weather and was
washed constantly.
Metal once it is corroded is no longer the same alloy or
compound it was made to be. It has little strength, becomes
brittle and in some cases is
soluble in water. Corrosion
is therefore a major problem
that must be removed and
controlled, if possible.
Corrosion needs to be
detected and treated early,
otherwise the only cure
will be replacement of the
affected part with new
material.
Like the old saying, as far
as corrosion is concerned,
prevention is better than
cure.
Rust in a bracket. How
much damage is under
this?
c o r r o s i o n a n d c o r r o s i o n c o n t r o l 128 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 129
The Corrosion Process
Most modern aircraft are manufactured from aluminium
alloys. While this material is light and strong, it does have
the drawback of being susceptible to fatigue and corrosion,
particularly in a salt-water environment. Other alloys such as
steel and magnesium are often used in the manufacture of
aircraft components. These are also readily corroded in the
presence of water.
Water on these occasions may be as little as airborne particles
on a humid day or as much as total immersion or a soaking by
rain. Rain is not pure water but is in fact a solution of acidic
compounds such as carbonic acid. In some areas of the world
where pollution has become a problem rain can cover your
aircraft with highly acidic solutions, all without you realising it.
Oxidisation
All metals in the presence of oxygen will react in some way; in some cases this reaction
is quite violent. In the case of aluminium, the surface of the metal reacts with the oxygen
in the air and forms a thin layer of aluminium oxide; this in fact prevents further contact
between the metal and the oxygen in the air. Once this layer, which is soluble, is broken,
more metal is oxidised. If the oxide layer is constantly broken or removed, then the
oxidisation process continues until the majority of metal is oxidised and no longer has any
strength.
Most metals after processing begin to corrode or oxidise in some way. They are inclined
to turn back into the raw product they came from; i.e, iron turns into iron oxide, which is
basically what iron ore consists of. Oxidisation is a natural process but it can be stopped
or slowed.
Galvanic Reactions
Whenever two dissimilar metals are near each other in the presence of an acidic liquid a
reaction takes place. The reaction causes one of the metals to slowly disintegrate, while
the other has its characteristics changed, in most cases.
What this means in an aircraft structure is that when two metals are separated by a liquid,
such as water, there will be a reaction between the two, causing corrosion. For example,
when a steel undercarriage component is bolted to the aluminium structure of an aircraft,
there will be a corrosive chemical reaction. This is very prevalent where the engine mounts
contact the rewall of an aircraft.
Compounding the problem is the fact that most aircraft metals are alloys. Alloys will
always have two dissimilar metals present. If through wear and tear or damage (even
minor) an acidic substance is placed between these metals, a galvanic reaction will take
place. This means that the internal structure of the aircraft metal itself will begin to corrode
from the inside out. In most cases this internal reaction will be unobservable until it is
too late. The only alternative then is to replace the component, which is a very expensive
option.
Any time corrosion is treated considerable time and expense will be incurred, so the best
way to deal with it is to prevent it. If this is difcult, then early detection and treatment is
necessary.
This is a simple explanation of what corrosion is and what causes it.
Corrosion Prevention
Even the most drastic measures to prevent corrosion (such
as gold plating) are inadequate, or simply too expensive to
contemplate. There are some cheaper and easier alternatives,
which can be and are used, such as painting, metal plating
or even plastic coating. The problem is that even these have
some drawbacks and are not a 100% guarantee that corrosion
will not take place. Metal will always be metal and will always
corrode. The best we can hope for is that the process is slowed
and treatments are available if corrosion is detected.
Metal Coating
Coating processes such as galvanising, cadmium plating,
chroming and anodising are widely used through aircraft.
Possibly the most common is aluminium cladding; processed
metal such as ALCLAD is used throughout aircraft manufacture
and repair. The process involves coating sheets of aluminium
alloy with a thin layer of pure aluminium; this layer reacts
with oxygen very quickly forming aluminium oxide, which is
corrosion resistant.
The major problems with all of these processes are that these
are very expensive and once the coating is worn the core metal
is subject to corrosion. The coatings are very difcult to repair
and often the component requires complete replacement once
the coating is worn off.
One further problem with these processes is that during
manufacture water can be trapped between the coating and the
core metal, giving rise to corrosion right from the start.
Corrosion Resistant Substances or
Coatings
If processes such as painting, greasing and oiling etc are
included, the list is vast. All of these have one thing in
common; they form a protective layer on the metal, thus
preventing contact with oxygen and liquid compounds. These
processes are relatively cheap when compared to component
replacement or metal coating and in general are easy to apply.
The major problem they all have is that they are easily worn
off and must be redone at varying intervals yes, even paint.
Painting
The prime purpose of painting metal is to protect it from the effects of oxygen and to
prevent water coming into contact with the surface to be painted.
Painting an entire aircraft or a component is a very specialised process. Because the paint
is applied to metal that is subject to corrosion, the metal has to be thoroughly inspected
and prepared before the painting process. After preparation the paint coating must be
applied immediately.
A poor paint scheme not only looks bad but also can actually cause corrosion problems or
accelerate previous corrosion.
90% of painting anything is preparation. Failure to prepare the object correctly could cause
major problems in the future. Remember paint is not applied to an aircraft just to look
good but to protect the metallic components from corrosion. This means that the quality
of the preparation, the undercoating and the type of painting process used are of vital
importance.
Preparation
Before painting commences, the area to be protected must be prepared. This is the most
important part of the painting process and must never be left out or condensed, Do not cut
corners. Cutting corners may create future expensive problems. Preparation requires that
the area be stripped back to bare metal. This area and the surrounding area should be
inspected for corrosion, damage and cleanliness. All corrosion must be removed prior to
painting; this may require extensive rework of the area. The area should then be treated
with the appropriate preparation compound. Some metals require that all oxidisation be
removed while other metals require that oxidisation be promoted. You should address the
approved data to determine which is required. Once the area is prepared a primer should
then be used to seal the area. Some primers and undercoats will actually absorb and
retain water; the data will give you the information you need. Always use the primer and
undercoat, which is compatible with the metal surface and the paint you will be using. In
cases where paint will not be applied special waterproof primer is used. This is usually
olive green in colour. When two surfaces are to be in contact with each other it is important
to prepare and protect each surface prior to assembly. In some cases the atmosphere in
the building must be controlled for the process to be effective. Painting and preparation
must never be performed outside.
To be effective, paint must be even over the entire area and must seal the area.
Other Coatings
Application of grease, oil, wax, polish or any other temporary protection compound can
be easy to apply and is relatively cheap. These compounds are all temporary and must be
replaced at regular intervals or whenever the underlying metal is revealed.
Some Simple Rules for Corrosion
Prevention
1. Regularly inspect the aircraft for corrosion.
2. Remove and treat all corrosion no matter how small.
3. Maintain the paint and other coatings in good condition.
4. Keep the aircraft indoors, wherever possible.
5. Repair paint other protective coatings as soon as possible.
6. Use the correct washing compounds.
7. Use the correct polish.
8. Remove all water from areas where it may collect inside
and outside of the aircraft.
9. Prepare all areas in accordance with the approved data
prior to application of permanent corrosion preventative
coatings.
10. If an aircraft is to be stored, corrosion inhibiting
compounds should be appplied and reapplied at regular
intervals, these intervals are generally shorter in areas
where there may be salt or pollution in the air.
11. Stored aircraft should be inspected regularly for corrosion
and then treated immediately.
Conclusion
An investment in an aircraft is a substantial commitment.
Corrosion will degrade your investment and prevent you from
achieving the reason for the purchase in the rst place.
Preventing corrosion from gaining a hold is the best and
cheapest method of retaining the integrity of an aircraft.
When corrosion is detected treat it immediately and keep your
aircraft looking good and serviceable, so you can enjoy your
ying.
fabrication in the course of
MAINTENANCE
137
Introduction
Prior to the introduction in 1998 of CASR Part 21, CAR 30 organisations were required to have
manufacturing approval on their certicate if they wished to manufacture small parts for aircraft
during maintenance activities.
These small parts were usually brackets and other parts which were either not available from the
aircraft manufacturer or were extremely difcult to obtain.
Since the manufacturer of these parts was in most instances used for aircraft undergoing
maintenance at the organisations facilities and were of simple design (a right-angled piece
of metal with two holes in it), having to meet the complete requirements for an approval to
manufacture was a little excessive.
Since all Licensed Aircraft Maintenance Engineers are required to undertake basic hand skills
training, these parts are easy to manufacture. Thus their manufactue is a basic maintenance
activity rather than a manufacturing activity.
This situation has been largely rectied and the impediments removed.
The proposed CASR Part 43, when introduced, will make the situation clearer, and give positive
conditions and procedures to be complied with. It should be noted that currently under CAR
1988 30, Approved Maintenance Organisations are permitted to manufacture parts, under certain
conditions, as normal maintenance practices. So nothing is really new. The conditions for CAR
30 and CAWR 43 mentioned above will be outlined later in this booklet.
Manufacturing is dened as:
The bringing into existence something which did not exist before.
This implies that the actual part is made by someone and that it never existed before, even if it is
identical to the one removed. Prior to the manufacturing process it was merely a piece of metal
and nothing more; it was not an aircraft part.
Fabrication
Another term that is sometimes used instead of manufacture is fabrication. Fabrication is
fundamentally different.
The denition of fabrication is:
To assemble a number of standard parts or sections to produce an item.
Fabrication is therefore a process where manufactured parts are made and designated as
standard are assembled into a more complex component.
The manufacture of a small bracket to replace an identical damaged one on an aircraft cannot
be considered fabrication, since the part is not standard and you are not completing an entire
assembly, simply maintaining one.
ma n u f a c t u r e r s i n t h e c o u r s e o f ma i n t e n a n c e 138 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 139
Fabrication in the Course of Maintenance (FitCoM)
FitCoM means:
The making of a part or component by the holder of a CAR 30 (later CASR 154) authorisation to
perform maintenance tasks, for use on an aircraft in the following circumstances:
1. The Part is to be used by personnel employed by the organisation as a replacement part on
an aircraft or aircraft component that is completely under the control of the certicate holder
for the purpose of performing maintenance; and
2. The part is not manufactured for sale to any third party; and
3. The certicate holder is not authorised to manufacture the component as a PMA. APMA,
Production Certicate, TSO or ATSO.
The holder of a certicate of approval for maintenance is permitted to manufacture small parts
for use on aircraft that are undergoing maintenance in their facility or under their control in
another facility for which they have a register of locations or an arrangement. The holder of
the certicate must be the controlling body for the maintenance. They have the contract for the
maintenance with the Registered Operator.
Under the following conditions:
1. The maintenance performed must be within the scope of the organisations approval; and
2. The circumstances require that the part be made on the premises it cannot be provided by
the aircraft manufacturer; and
3. The organisation has all of the required approved data including the specications for the
part; and
4. The organisation has all of the equipment necessary to manufacture the part; and
5. The organisation has personnel trained to perform all of the processes necessary to
manufacture the part; and
6. The organisation has a system in place to trace the materials used back to the original parts
specications; and
7. When completed the part is identical to the one it is replacing and that its form, t and
function are the same as the original part; and
8. The organisation has a quality system in place to determine that the replacement part meets
all of the aircraft manufacturers specications; and
9. The organisation has a system in place to prevent the part from being sold to third parties; and
10. The organisation institutes a system equivalent to CASR 21.303(11).
Required Marking of FitCoM parts
FitCoM parts are still manufactured as replacement parts even though they are not manufactured
under a manufacturing approval.
Therefore each part manufactured in the course of maintenance activities will need to meet
the same requirements as a PMA or APMA part. This includes specic requirements for
identication of the part. The manufactured part must meet the requirements of CASR Part 21
Sub Part I, with the exception that it is marked as a FitCoM part.
The part must be given a unique part number from a register kept by the Maintenance
Organisation.
In addition to the unique number mentioned above, the part must
be marked with the manufacturers (aircraft or component) part
number. For example you have given a bracket the part number
of XYZ Maintenance No 1234; this is written on the part along with
CESSNA part No 5678 (for a CESSNA of course).
Now that the part is identied as being a replacement part, further
markings are required to indicate who (which organisation) made
it and that it is a FitCoM part. In the example above it is obvious
that XYZ maintenance manufactured the part; now all we need is
an indication that the part was manufactured during maintenance;
i.e. XYZ Maintenance Pt No. 1234 manufactured as a FitCoM
replacement part for CESSNA Pt No. 5678.
This means that anyone performing maintenance in the future is
certain that the part is not an original part and was manufactured
during maintenance.
CASR Part 21 Sub Part I allows these details to be included in a
document accompanying the part, where it would be impracticable
to mark the actual part itself.
Certication Requirements
After maintenance is performed, certication that is consistent
with CAR 1988 42ZE is required. Manufacturing, on the other
hand, requires certication to be made under CAR 1988 34 (if
manufacturing was a separate process).
FitCoM permits certication to be made in compliance with CAR
42ZE. This means that an approved maintenance organisation can
have only one system and meet only one requirement instead of
two, thus decreasing the paperwork and subsequent burdens.
CAR 1988 42W requires that a part, that is to be used on an
aircraft must be accompanied by a document stating certain
details. In the case of a FitCoM part this need not be a release
document the same as would be required if the part was for
sale. In spite of this some type of release document is still
required. In addition to the details listed above in the marking
section, the following is also required:
1. Who manufactured the part.
2. When the part was completed.
3. What approved data was used.
4. What standard materials were used.
5. A certication that the part was manufactured to the same
standards and processes as the part it is replacing.
6. A nal inspection certication stating that an inspection has
been performed and the part complies.
ma n u f a c t u r e r s i n t h e c o u r s e o f ma i n t e n a n c e 140 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 141
This sounds like a lot of information, but it is necessary to maintain
the airworthiness standard of the aircraft or component tted with
the FitCoM part and to protect the individual who made the part
and the organisation they are employed by.
Certication after Fitment
CAR 1988 Schedule 6 (p) requires that materials, on which
maintenance has been performed must have certain details
recorded. These are:
1. The specication of the material.
2. The document which meets the requirements of CAR 1988
42X (the details).
3. What maintenance was performed.
4. In the case of FitCoM parts the details listed above.
A nal certication for the maintenance must include all of the
above details in addition to all other requirements of CAR 1988
Schedule 6.
Again it may seem that a lot of information is included: this is
to inform anyone performing future maintenance that FitCoM
parts were used and to protect all maintenance personnel and
organisations involved.
Conclusion
Maintenance organisations approved under CAR 1988 30 and
later CASR Part 145 have the privilege of manufacturing items for
use during maintenance as replacement parts. There are certain
conditions and requirements that must be met. Once they are,
the entire process should be legal and benecial to operators and
maintainers.
quality management SYSTEMS
ma n u f a c t u r e r s i n t h e c o u r s e o f ma i n t e n a n c e 142 143
QUALITY MANAGEMENT SYSTEMS
A COMPARISON BETWEEN CAR 1988 30 AND THE PROPOSED CASR 145 AND HOW IT EFFECTS
THE AMO
Introduction
Quality assurance, quality control and quality management standards have been a consistent
part of running any business now since the late seventies. Even though these standards have
been in place for around 30 years, they are still misunderstood. During the nineties many
organisations were coerced into spending large amounts of resources to implement a quality
system. In the case of aviation there was a requirement to have a written quality system in
place. At no time was there a requirement for organisations to be assessed by quality assessors
or to gain quality endorsements. CAR 1988 30 (2D) presented a list of legal requirements to be
included in a procedures manual. ASO 3901 was given as AN EXAMPLE of the format and more
detailed requirements of a procedures manual. The purpose was not to force organisations to
spend time and money on gaining an accredited quality system.
There is a requirement to have a quality system in CAR 30(2D), but it was to be aviation oriented
and specic to your organisation.
On many occasions organisations have had a procedures manual prepared, including quality
systems, which did not meet the requirements of the organisation and in some instances
the regulatory requirements. The problem is once a procedures manual is accepted by the
organisation, the Authority assumes that is how you wish to conduct your business activities
and you were assessed against these requirements. The other problem was that many of these
manuals were difcult if not impossible for the organisation to comply with and soon fell into
disuse. In most cases they included too much information, making them difcult to use and
understand. A procedures manual and a quality system is one of many management tools an
organisation can use to improve their business activities.
In addition, a large number of State and Federal requirements outside the jurisdiction of the
aviation authorities, also impact on an organisation.
A study of these requirements alongside aviation regulatory requirements would indicate that
many requirements are repeated, there are common areas in all standards and in many legal
requirements. What this means is that an organisation need only consider these areas once and
concentrate on the differences. Integration of management systems is a method of decreasing
the number and types of manuals and procedures.
A quality system developed for one regulatory authority should, if integrated correctly, meet
the requirements of another authority, with only minor differences to be addressed. This will
eventually have the effect of decreasing external audits, decreasing the strain on resources and
decreasing the negative effects of constant outside interference.
q u a l i t y ma n a g e me n t s y s t e ms 144 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 145
CAR 1988 30 and CASR 145 (proposed)
As far as a quality system is concerned there is no difference between these two sets of
regulations, with the exception of terminology.
CAR 30 requires an approved maintenance organisation to have a written procedures manual
which includes a quality system.
CASR 145 will require an Authorised Maintenance Organisation (AMO) to have a Maintenance
Operations Manual (MOM). The MOM will contain a Quality Management System appropriate to
the size of the organisation.
In addition the MOM will contain several other management systems:
1. Human Factors management;
2. Risk Management (AN/NZS ISO 4360:1999); and
3. Quality Management (AN/NZS ISO 9000:2000).
All of these have major areas in common, so will only need to be addressed once.
An organisation that has a current CAR 30 certicate, and a mature compliant Quality
Management System which meets the requirements of CAR 30 (2D), should be compliant with
CASR 145.130 as far as the quality system is concerned. Those that do not currently comply will
have a considerable amount of work to do. Reliance on approved quality assessors may not be
enough in either case, since there are some differences between ISO 9000 and CAR 30 (2D).
CAR 1988 30
Below is an extract directly from CAR 30:
30 Certicates of approval
(1) A person engaged, or intending to engage, in any stage of design, distribution or
maintenance of aircraft, aircraft components or aircraft materials, or in the training of
candidates for, or in the conducting of, the examinations referred to in paragraph 31 (4) (e)
may apply to CASA for a certicate of approval in respect of those activities.
(2) An application must be in writing and must:
(a) set out the following:
i. a statement of the activities to be covered by the certicate;
ii. the address of the main place (if any) at which the applicant proposes to carry out
those activities;
iii. the number of appropriately qualied or experienced persons employed by the
applicant who will be involved in carrying out those activities; and
(b) have with it evidence of:
i. the relevant qualications and experience of the applicant and the applicants
employees; and
ii. the facilities and equipment available to the applicant for the carrying out of the
activities; and
iii. the arrangements made to ensure the applicant has, and will continue to receive,
information necessary for the carrying out of those activities; and
iv. a system of quality control that satises the requirements
of subregulation (2D); and
(c) if maintenance of class A aircraft is an activity to be covered
by the certicatehave with it a copy of the procedures
manual, in which the system of quality control procedures
must be set out, that the applicant proposes to use if the
certicate of approval is granted.
(2C) A certicate of approval is subject to:
(a) a condition that each activity the certicate covers must only
be carried out at a place where the facilities and equipment
necessary for the proper carrying out of the activity are
available to the holder of the certicate;
(b) a condition that the activities the certicate covers must be
carried out in accordance with a system of quality control that
satises the requirements of subregulation (2D); and
(c) if the certicate covers some or all of the following activities:
i. the design of aircraft;
ii. the design of aircraft components;
iii. the design of aircraft materials;
vii. the maintenance of aircraft;
viii. the maintenance of aircraft components;
ix. the maintenance of aircraft materials;
x. the training of candidates for the examinations referred
to in paragraph 31 (4) (e);
xi. the conducting of the examinations referred to in
paragraph31 (4) (e);
a condition that each of those activities that is covered by the
certicate must be carried out under the control of a person
appointed by the applicant to control the activities; and
(d) a condition that the holder of the certicate of approval must
ensure that each person employed by, or working under an
arrangement with, the holder receives adequate training in:
i. the work performed by the person for the purposes of
the activities covered by the certicate; and
ii. the use of any equipment used in connection with that
work.
(2D) A system of quality control must be in writing and must
contain the following:
(a) the procedures to be followed in connection with the
carrying out of the activities covered by the certicate that, in
particular, includes procedures for:
i. the control of the work carried out under the certicate;
and
ii. the maintenance, control and calibration of equipment; and
iii. the control of stores;
(b) a statement:
i. that sets out the places at which the activities covered
by the certicate are, or will be, carried out and which
activities are, or will be, carried out at each place; and
ii. that identies any mobile facilities available to the
certicate of approval holder for the carrying out of the
activities covered by the certicate and which activities
are, or will be, carried out using each mobile facility;
(c) in relation to each activity covered by the certicate that is
required, by paragraph (2C) (c), to be carried out under the
control of a personthe name of the position occupied by the
person who controls the carrying out of the activity;
(d) a description of the applicants organisational structure, the
responsibilities of employees within the structure and the
procedures to be followed by the employees in undertaking
the activities covered by the certicate;
(e) a description of the resources for implementing quality
management;
(f) a description of the audit system applying to the system of
quality control;
(g) if the quality control system is set out in a procedures
manual required under paragraph (2) (c)a statement of the
procedures to be followed in relation to the amendment of
the procedures manual.
[Note: Australian Standards AS3900 to AS3904 provide guidance
for the content of a system of quality control.]
The regulation above gives you a plan to work with so that your
system can meet regulatory requirements. The whole idea is to
take each section of (2D) and write statements about how you
will handle these requirements. Care should be taken with the
requirements of paragraph (a). There are three things mentioned,
the control of work carried out, maintenance and calibration of
equipment and control of stores. These three items are not the
complete picture since these are to be included with other things,
such as control of data, acceptance and rejection of components,
your responsibilities to the customer and their responsibilities for
maintenance, who can supervise, certication, who is authorised to
certify on your behalf, to name a few. A close examination of ISO
9000:2000 will give you an idea of any additional requirements. In
every case the standard should by cross-referenced to regulations
to ensure you are complying. There is more to your procedures
manual and quality system than that mentioned in CAR 30 or
CASR 145.
CASR 145 (proposed)
CASR 145 will require you to have a management system which includes quality management
principles.
Quality Management Principles
There are eight Quality Management principles indicated in AS/NZS ISO 9000:2000, AS/NZS ISO
9004:2000, SAE AS 9001 and SAE AS 9110.
These are listed below. Each principle will have a brief explanation of what it means and an
exercise for you to attempt in class. The exercises are designed to act a memory jogger when
you return to your own organisation. (In addition there are class exercises and group activities
throughout the presentation).
Quality management principles have been identied and developed to give organisations and
management methods of improving overall performance.
Principle No. 1 Have a customer focus.
Organisations depend on their customers and therefore should understand current and future
needs, meet their requirements and strive to exceed their expectations.
(From AS/NZS ISO 9000:2000)
The rst step is to know who your customers really are. Make a list below of as many
customers your organisation deals with. Leave space on the right.
____________________________________________________________________________________________
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____________________________________________________________________________________________
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____________________________________________________________________________________________
____________________________________________________________________________________________
____________________________________________________________________________________________
____________________________________________________________________________________________
The next step is to determine what your customer really wants from you, what standard they are
looking for and what are their expectations. Remember the registered operator is responsible for
what maintenance is performed.
Next to your list above write what you think each customer really wants from you. When you
return to your organisation ask them and check if you are right.
In some cases a system may be required where the registered operators make their expectations
known to you in writing, indicating precisely what they require you to do.
You as an organisation have an obligation to your customers to meet their needs and
expectations provided the law and your business ethics permit it.
You also have a responsibility to inform customers what you can do and what you are willing to
do for them.
Write what you think of the statement: as an employee my customer is management.
Principle No. 2 Show good sound leadership.
Leaders establish unity of purpose and the direction of the organisation. They should create and
maintain an internal environment in which people can become fully involved in achieving the
organisations objectives.
List what the objectives of your organisation are.
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____________________________________________________________________________________________
____________________________________________________________________________________________
Leadership does not only involve management of an organisation. Management has an
obligation to act in a manner that is honest, ethical, just, legal and caring. This means that
management should consider the welfare of those they manage, supplying adequate and
appropriate recourses so that all employees have the capability of meeting the organisational
requirements without compromising their own welfare. Communication between management
and staff is absolutely paramount otherwise quality will not work. Management here is not just
the boss but includes any person who supervises or is in charge of a process.
In the space below write the work your organisation carries out, then list all of the resources
needed to achieve a quality result when performing these tasks. Have a discussion about these
resources and indicate which are actually available. Then indicate if management actually know
what is needed and have they been asked for what is needed.
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____________________________________________________________________________________________
____________________________________________________________________________________________
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____________________________________________________________________________________________
In the space below make a list of what you expect of your supervisors (if you are an employee)
and make a list of what management expects of you. If you are a manager, list what you expect
of your employees, then list how you have indicated these expectations to them. Both areas
should then address the differences between these together.
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____________________________________________________________________________________________
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____________________________________________________________________________________________
Finally make a list of what you consider to be the signs of good leadership. Managers and
employees should compare lists and address any differences as necessary.
____________________________________________________________________________________________
____________________________________________________________________________________________
____________________________________________________________________________________________
____________________________________________________________________________________________
Principle No. 3 Involve people.
People at all levels are the essence of an organisation and their full involvement enables their
abilities to be used for the organisations benet.
The people in any organisation are the greatest asset they have. It is the people involved who
ensure that the organisation is successful. People at every level can make or break a program. If
they have not been involved in the planning (this may be through representation or personally)
or do not know what is expected of them, communication breaks down, there is no ownership of
the process and problems occur.
Ask yourself: Who is the best person to ask if a process is working and if there are any problems?
____________________________________________________________________________________________
Now ask: Do these people become involved at any point in the planning of projects and
development of procedures?
____________________________________________________________________________________________
List the new projects or incentives that have been introduced into your organisation in the
last two (2) years, and then indicate who thought of the project and who was involved in the
planning.
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____________________________________________________________________________________________
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Principle No. 4 Use a process approach
A desired result is achieved more efciently when activities and related resources are managed
as a process. (From AS/NZS ISO 9000:2000)
A process approach requires the project to be broken up into separate processes which are
then given an order of priority and a specic order. The completion of one process will trigger
the beginning of the next and so on, until the project is complete. In addition because quality
systems involve customers and staff as well as management there will need to be feedback
systems in place to determine if the project is meeting expectations.
In the space below indicate a project you are involved in, break it down into steps, then
determine which are prerequisites for others.
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Principle No 5. Use a systems approach to management.
Identifying, understanding and managing interrelated processes as a system contributes to
the organisations effectiveness and efciency in achieving its objectives. (From AS/NZS ISO
9000:2000)
Principle No 6. Strive for continual improvement.
Continual improvement of the organisations overall performance should be a permanent
objective of the organisation. (From AS/NZS ISO 9000:2000)
In the space below indicate the inputs from internal and external sources that can be studied to
determine the organisations overall efciency.
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____________________________________________________________________________________________
____________________________________________________________________________________________
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Have these resources been analysed by your organisation, and list any changes that occurred
because of this analysis.
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The diagram below is an indication of a continuous improvement program.
Principle No 7. Use a factual approach to decision making.
Effective decisions are based on analysis of pertinent data and information.
Principle No 8. Develop mutually benecial relationships with your
suppliers.
An organisation and its suppliers are interdependent and a mutually benecial relationship
enhances the ability of both to create value. (From AS/NZS ISO 9000:2000)
List what occurs when one of your suppliers does not deliver what you require. How can these
situations be turned to mutual advantage?
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____________________________________________________________________________________________
____________________________________________________________________________________________
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Quality management systems approach
There are several steps to be considered and then addressed when developing and
implementing a quality management approach for use in your organisation. Remember that
the purpose is not only to meet regulatory requirements, but also to use it as an opportunity to
improve the overall performance of the organisation.
AN/NXS ISO 9000:2000 and SAE 9110 give the following suggestions.
1. Determine the needs and expectations of customers and other interested parties.
a. By now you should have a reasonable idea of who your customers are. Now take this
opportunity to list any other interested parties you can think of:
____________________________________________________________________________________________
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_____________________________________________________________________________________
b. List what their interest in your organisation may be and what their expectations are.________
____________________________________________________________________________________________
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2. Establish the quality policy and quality objectives of the organisation.
a. While this is basically a senior management task, many individuals within the organisation
should be involved. At least section heads, supervisors and employee representatives should
be involved. The will promote ownership throughout the organisation. (From AS/NZS ISO 9000:2000)
b. Avoid motherhood statements like To try and become the best maintenance organisation
in Australia. Make it as specic as possible and include all of your activities. This statement
is saying this is how we do business in this organisation. Keep it precise and easy to
understand. Then stick to it. Reassess it from time to time with the view of adding new
organisational goals and improving old ones.
Write a short statement of what your organisation does and how you want those activities
carried out.
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____________________________________________________________________________________________
____________________________________________________________________________________________
____________________________________________________________________________________________
____________________________________________________________________________________________
If you are a manager review it when you go back to work. If you are an employee, review it and
give it to management.
3. Determine the process and responsibilities necessary to attain the objectives you have listed
above.
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____________________________________________________________________________________________
____________________________________________________________________________________________
____________________________________________________________________________________________
____________________________________________________________________________________________
4. Determine and provide the resources necessary to attain your quality goals.
a. Who will be involved?
b. What will it cost?
c. What procedures are needed?
d. Who will write these procedures?
e. Are there regulatory requirements to be met?
f. If so what are they? And
g. How will these requirements affect us and how can we meet them?
5. Establish methods to determine the effectiveness and efciency of each process.
a. Develop an internal audit plan and stick to it.
b. List the external auditors and determine their requirements and add it to your audit plan.
c. Perform the audits in accordance with your plan.
d. Assess all data from these audits at a management level high enough to instigate changes.
e. Make the necessary changes.
f. Audit these changes and make appropriate adjustments.
g. Train the participants of the new procedure and implement the change.
6. Apply these measures (data from audits) to determine the efciency and effectiveness of each
process.
7. Determine the causes of nonconformities and take appropriate
steps to prevent further occurrences and eliminate the causes
if possible. Use risk management concepts to nullify the risk,
remove the risk or decrease any consequences. (See AN/NZS
4360:1999 Risk Management.
8. Establish and apply a process of continual improvement of the
quality management system.
Differences Between Quality
Standards and Civil Aviation Law
There are three main differences between AN/NZS ISO 9000 and
CAR 30/ CASR 145. These are:
1. Approved Data - ISO 9000 requires an organisation to have
a system in place to have approved (by the organisation)
persons to approve initial issue of data and any subsequent
ammendments to that data. They are also required to track
these ammendments and ensure only the latest issues are used.
Regulations require an AMO to do much the same, with one
major difference: CASA has approved persons (CAR 35/36) who
have the delegation to approve data. Therefore the AMO must
have access to these people and not simply approve their own.
In addition CAR 2A gives denitions of what is approved data
and CAR 42V and U require only approved data listed in this
denition to be used.
2. Authorised Persons and Certication CASA, SAE and ISO
standards requre an organisation to list all persons authorised
by them to certify documents on their behalf. SAE and ISO
standards will permit this list to contain a position designation
and their responsibilities without mentioning the persons name.
CASA and the legal system in Australia require that persons
authorised by the organisation be listed by name, qualication
and responsibility. In addition regulations require that only
persons with specic qualications be authorised to certify any
maintenance documents.
3. Calibration of tools CASA, SAE and ISO standards all require
an organisation to develop a system to control the calibration
and condition of tools used to perform a process. CASA
has the additional requirement that the organsation must
have calibration carried out in accordance with either the
aircraft manufacturers instructions or the tool manufacturers
instructions. All calibration must be performed by authorised
people (NATA approved). In addition CASA requires that in
circumstances where the process is critical the organisation has
a system to determine the calibration status and serviceability of
the tools required before use.
These are the three main differences between the various
standards. There are others, which can be found by a careful check
of all standards. Regardless of the amount of difference the CASA
regulations have precedence.
Conclusion
A comparison of CASA reqiurements in CAR 1988 30, CASR 145
(proposed), SAE Standards and ISO Quality Standards, will reveal
that there are a large number of similarities between all three.
These similarities can all be dealt with simultaneously, leaving only
the differences to be addressed separately.
A quality management system is simply good business practice
and needs to be tailored for each organisation. It should reect
what the organisation actually performs and be in a form that
is helpful to ALL personnel when they are doing their work for
the organisation. It is a tool that can be used to enhance the
organisations practices and give some advantages in the market.
There are regulatory requirements outside CARs and CASRs, which
are not covered. These should also be compared to what you have
and all similarities be dealt with simultaneously.
An aviation organisation that has a good, working quality
management sytem which complies with CAR 30 should have little
difculty translating to CASR 145 when the time comes.
Ask yourself now. Does my system actually meet CAR 30
requirements and my organisations needs? If the answer is no,
then improve what you have until it does.
Initially the quality management system needs to meet CASA
requirements before addressing any accreditation requirements by
other organisations.
systems of CERTIFICATION
for maintenance activities
q u a l i t y ma n a g e me n t s y s t e ms 156 157
SYSTEMS OF CERTIFICATION FOR MAINTENANCE
ACTIVITIES
References
Civil Aviation Act
Civil Aviation Regulations 1988
CAR 42ZE
CAR 1988 Schedule 6
CAAP 41-2(0)
CAAP 42B-1(0)
Introduction
Forgetting that it is a legal requirement for a maintenance organisation to have an approved
system of certication for maintenance activities, there are numerous gains to be made for any
organisation that either maintains a complex product or manufactures anything.
The biggest advantage is that once a system is instituted, there is now a logical sequence for
the process and a responsible person will determine that one part of the process is nished
permitting the next part to begin. Having a signature (certication), which indicates that a certain
standard is reached or even exceeded, is another benet.
As far as the Civil Aviation Regulations are concerned, the requirements have been placed
into the law, so that no single person is disadvantaged and also ensuring that should anyone
be called to account, there is a complete record of precisely what has been performed and by
whom.
This is an immense help to anyone who is assessing your work ethics and standards of quality.
The fact that someone is able to say, I did the work and I did it correctly to a high standard is
quite an achievement. You have evidence to say that your organisation and work practices are
the best they can be.
There is also a certain amount of protection against legal action, as your records are proof
of your actions; these can be presented to future inquisitors as proof, rather than relying on
memory.
A good system will also help alleviate any fears a customer may have concerning your work
since you can now show them exactly what you will be doing, thus assuring them that you will
be reliable and your standards are high.
A good system should also prevent accidentally missing a part of the process.
A system of certication has distinct advantages for the organisation involved and as a by
product they will comply with civil aviation regulatory requirements in addition to meeting
international standards. You will also have the personal satisfaction of knowing that you have a
responsible organisation and a good service record.
All of this can be gained for the organisation by simply setting up a workable system of
certication.
s y s t e ms o f c e r t i f i c a t i o n f o r ma i n t e n e n c e a c t i v i t i e s 158 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 159
Setting Up a System of Certication
Observe the process/s you are performing:
Careful observation of the actual work performed is a worthwhile exercise under any
circumstances. There may be opportunities to prevent duplication, inactivity because of
sequential problems and poor methods of performing the work, and to determine whether
people working as part of the process are getting in each others way, whetherthe time allocated
for each task is adequate and whether some work may be causing problems further along the
process, to indicate a few. The major steps in the process and who performs these steps should
be documented.
Document all of the steps:
The act of writing down what you actually do can be very sobering on occasion and help with
sequencing, planning and performing the work. It may also indicate that the wrong people may
be working on the task.
Break each step down into sub-tasks:
Breaking down the major tasks in a process into their individual components has the effect of
determining whether the right people are actually doing the work, whether there are any
hold-ups which could be avoided, whether there are any unmanaged risks, whether people have
the correct tools, whether the correct data is available, whether there are indications that the
entire process is dependant on a task that is in itself simple but that could have a major effect if
it is done incorrectly, whethert there are any steps missing and whether some subtasks should
actually be increased in importance.
Final Step
Compare what actually happens during the maintenance to the aircraft manufacturers system
and the CASA system of maintenance (schedule 5) and note the differences. Determine why
there is a difference and make the appropriate changes.
Aircraft Maintenance and Certication Systems
Most aircraft manufacturers have developed a system of maintenance or a maintenance
schedule for the aircraft models they produce. There are certain assumptions the manufacturer
makes during the development of these documents. Some of these assumptions are:
1. The aircraft will be operated in a certain type of activity, e.g. private or passenger carrying.
2. The aircraft will perform a certain number of ights in a given period.
3. Each ight will be of a specied duration.
4. The aircraft will operate in certain types of environment, e.g. dry weather.
5. The aircraft will be operated in accordance with their instructions, i.e. as indicated in the ight
manual.
6. The aircraft will be maintained in accordance with their written procedures. These procedures
will include service bulletins, service letters, maintenance manuals, information bulletins etc.
7. The aircraft has been designed to operate for a specied length of time, provided all required
maintenance is performed when its called for by the system.
In most cases the manufacturer will also provide work sheets
or cards as part of the maintenance program. These will have a
breakdown of the tasks required during a specic inspection. These
sheets will also generally have areas where certication can be
made. These are very good but they do have some limitations.
Some of these limitations are:
1. The schedule has been developed by the aircraft manufacturer
and in some cases applies to a new aircraft.
2. The system has been developed to different regulatory
requirements, which may not be applicable to the country
where the aircraft is operated.
3. In some cases, the aircraft trade groups are not applicable to
Australian requirements. Remember that what is permitted in
one country may not be permitted in another.
4. The system does not take into account any modications of
additional equipment tted to the aircraft. This includes roll
equipment, e.g. winch equipment in rotorcraft (helicopters) or
radios or navigational equipment.
5. They generally deal only with airframes and engines and their
associated systems and equipment tted by the manufacturer
on every aircraft.
Using the Manufacturers System
of Certication
The manufacturers maintenance program and the certication
sheets included in it are a very good point to start writing your own
system. But as indicated previously they have some limitations
and must be carefully assessed against what you actually do
before making them your own.
Using the CASA System
of Maintenance/Schedule
CASA has also published a maintenance schedule, which includes
spaces for certication. This also has limitations, since it is
essentially a generic document and will not be applicable to all
aircraft in all circumstances.
When you are writing your own system of certication a
combination of the two systems mentioned previously (the
manufacturers and CASAs) should be considered.
Remember, though, neither of these systems will consider current
legislative requirements, modication status of the aircraft, age of
the aircraft or operational requirements.
In addition to all of this your system of certication must reect the
requirements of the Registered Operators (Registered Operator)
System of Maintenance. CAR 39 requires the Registered Operator
for an A Class aircraft (Has a C of A in the Transport Category or is
used in Regular Public Transport operations, see CAR 1988 262 for
details), to develop a system of maintenance for their aircraft. Or
CAR 1988 41 which requires the registered operator of a B Class
aircraft (not A Class) to choose a schedule of maintenance for
their aircraft (either, CASA Schedule 5, or the aircraft manufacturers
maintenance schedule or to develop their own). Any of these will
determine what maintenance is performed and when. Your System
of Certication must then reect the maintenance authorised by the
C of R (Registered Operator).
If your system has included that maintenance required by the
manufacturer of an aircraft and the actual aircraft maintenance is
performed under CAR 1988 Schedule 5, the two systems will not
be in compliance with each other. (CAAP 42B-1(0) will give you
a generic system of certication for an aircraft maintained to the
CASA system)
The best method is to develop your own system based on these
two, plus the data you collected during the time you observed the
work being done.
At all times reect on the fact that this system is yours and
should be developed taking account of your particular operation,
experience and workforce skills.
What Must Be Included in a System
of Certication
CAR 1988 Schedule 6 (CASA SYSTEM OF CERTIFICATION OF
COMPLETION OF MAINTENANCE) will give a great deal of help
when determining what is to be included in your System of
Certication.
First of all you need to determine what is a phase of
maintenance in the specic circumstance and for the particular
aircrafts system of maintenance. Schedule 6 has been developed
for aircraft on the CASA Schedule (Schedule 5) (this will not change
when the new proposed regulations are implemented except
in a few small areas which will be covered in the booklet at the
appropriate time).
A rough denition of a phase of maintenance is any part of an
inspection or maintenance task, which will require a signature by
an authorised person for completion before the next task is started.
In Australia this will mean any task, that must be completed and
signed for by a LAME. A close inspection of the list of tasks, for
completion of the 100-hour inspection will showthat each small
task has an area for certication for that particular small part of the
overall inspection, [see CAAP 42B-1(0)]. This is different from a
stage of maintenance, which is a number of phases, which when
completed will conclude that part of the maintenance, e.g. the
airframe section of an inspection.
Fig 1: Section of CASA Certication Guide
From the example listed above it can be seen that there is
provision made for a signature by an AME (the person who
actually did the work) and/or, a LAME. The numbered sections (1)
etc. are a phase of maintenance. The order has been developed in
a way that should give a smooth ow for the work. Compare this
to the data you collected during the time you observed the work
being performed in your organisation. Where there is a difference
between the two you need to make a decision about including the
phase, moving it to another position or even deleting it (you will
need to justify this). Some areas indicated in the CASA system will
not be applicable to the aircraft you are maintaining.
Remember thatthis system applies only to those aircraft for which the Registered Operator has
chosen Schedule 5, and may bear no resemblance to either the manufacturers system or the
Registered Operators system or what you observed yourself.
Fig 2: Part of the schedule and certication system for a large aircraft.
Note here, that the certication requirement is for a Mechanic and an Inspector not AME and
LAME. Also each inspection refers the people performing the inspection to other documents. To
use this system under Australian conditions several changes may be required and the additional
information must be made available to the person performing the task.
Fig 3: Part of the schedule for a small aircraft.
This particular document informs the person doing the work what to check and when the
inspection is needed but has no certication section and no detail as to how the work is
performed. In this case a complete system will need to be developed from the approved
maintenance data dealing with each inspection area.
Certication For Completion of the Maintenance
In addition to a means of certication for each phase of maintenance, provision should also
be made in your system of certication for certication for completion of each stage of the
maintenance activity. This certication can be made on your documents or in the aircraft logbook.
If more than one person performed the work (i.e. there is more than one LAMEs signature for
the tasks, then one of these people needs to act as a co-ordinator for the stage of maintenance.
In other words one of the people who actually did some of the work themselves or supervised
someone else if they didnt. Under the new proposed rules the co-ordinator may not be one of
the people involved with the work.
Fig 4: An example of a Certication for a Stage of Maintenance Sheet
There are a large number of items to be included when a certication is made for a stage of
maintenance. These are:
i. a brief description of the maintenance, not too brief though
ii. the signature, licence, authority or Certicate of Approval number of the person certifying.
iii. the time in service of the aircraft since new
iv. if the person certifying is employed by a certicate of approval holder, then the name of the
employer, certicate, licence or authority number (OF THE EMPLOYER)
v. details of any exemptions or variations approved under CAR 42ZS
vi. if the weight and balance is varied because of the maintenance, a record of that variation,
vii. the data used
viii. the results of any special inspections or Airworthiness Directives (ADs)
ix. the method, procedure and results of any NDT inspections carried out
x. if the maintenance is on a component, a description of the maintenance or if it was supplied
by another person the number of the documents supplied by the facility IAW CAR 42W(4)
xi. Identication of any time-lifed components replaced during the maintenance, ADs for the
component complied with, the release document number, time in service, and/or number of
cycles since last overhaul and test performance gures if the component was an engine
xii. any material used, with the exception of a uid supplied under the cover of a CAR 42X
document, in which case supplythe number of this document.
(Summarised from CAR 1988 Schedule 6 para 2.5)
While this looks like a formidable list of things, that must be included in this certication, most of
the information will be included in the system of certication itself as part of the list of required
maintenance tasks and/or the additional work sheets if they are used.
Additional Work Sheets
It is very obvious when a person reads the list of maintenance tasks in the system that there
is no indication of problems found or any rectications made when the area is inspected. This
is the purpose of the additional work sheet. This sheet or your own version will need to be
included in your system of certication. The use of this sheet is precisely the same as Part 2 of
the current Additional Work Sheets (DA 741 or form 918); the instructions for this are the same.
There is one exception though the AME as well as the LAME can make a certication. This
certication acts as a Final Certication for the particular rectication; there should only be a
certication for each rectication.
Certifying on the Additional Work Sheets
With the exception of periodic maintenance most maintenance is certied on either work sheets
(system of certication) or on the Additional Work Sheets.
There are several factors in certifying for maintenance on the Additional Work Sheets, which
have over a period of time been forgotten.
1. Additional Work Sheets became part of the aircrafts permanent records. The situation now
is that the Additional Work Sheets are to be kept with the aircrafts maintenance certications
sheets (or work package).
2. Because the Additional Work Sheets are part of the aircrafts records, the same rules apply
as for certication in the logbook. This means that CAR 1988 42ZE and CAR 1988 Schedule 6
applies to the Additional Work Sheets.
3. The same persons who are permitted to certify for maintenance, e.g. those outlined in CAR
1988 42ZC, must make certication on the Additional Work Sheets.
4. A person can certify for and on behalf of their employer, or in their own right. It must
be remembered, though, that if you certify for your employer the certication must say
this, for example: LH ASI changed, S/No ASI VS 001 removed, S/No ASI VS 12001, Release
Note number 100000123, tted IAW Piper Maintenance Manual (No. 2222), Section 16 para
2 (1998). Ground test serviceable. Certied for and on behalf of AAAAAAAA Aviation by
XXXXXXX Lic. No.10098. On 12/12/2000 at 1545.6 HRS TTIS.
Without the for and on behalf section of this certication the certifying LAME is signing
taking FULL responsibility themselves. This could lead to litigation problems in the future, in
which case you will be on your own.
5. The certication requirements are the same for all persons listed in CAR 1988 42ZC,
including pilots.
6. The more information included in the certication the better. This will promote
communication between all interested parties and can be benecial in cases where your
actions may need to be justied in the future. Remember that in court the defendant as
well as the prosecution can use your certication as evidence. The lack of information in a
certication can cause misunderstandings and make it very difcult if you need to justify
your actions later.
Fig 5: Example of an Additional Work Sheet
Fig 6: Example of an Airworthiness Directive and Special Inspection Compliance Sheet.
Included with the additional work sheets you may wish to have an Airworthiness Directives
(ADs) and Special Inspection Compliance Sheet. This will allow you to have more control over
what Airworthiness Directives are completed, particularly when you are writing up the Final
Certication in the Aircraft Log Book. Special Inspections are those that may be called up by
Service Bulletins etc, which the Registered Operator has decided to incorporate. Please note it is
not the responsibility of the person performing the maintenance to determine what maintenance
including ADs is to be carried out during maintenance.
If the sheets in Figures 4, 5 and 6: are used it should be remembered that these are nal
certications in accordance with CAR 1988 ZE. This has the effect of making them part of the
aircraft log book. Therefore they are not kept by the person performing the maintenance but
once used belong to the Registered Operator. Alternatively they can be used as proof by the
person making the Final Certication that the work has been carried out, but in this case the
information needs to be transferred to the logbook and recertied by the person making the
Final Certication.

Final Certication
An example of a Final Certication follows.
100-HOUR INSPECTION CARRIED OUT AT 11120.7 HRS TTIS ON 20/11/2003 IN ACCORDANCE
WITH CASA SCHEDULE 5. IN ADDITION TO THE INSPECTION THE FOLLOWING MAINTENANCE
WAS ALSO CARRIED OUT IN ACCORDANCE WITH THE APPROVED MAINTENANCE DATA
LISTED:
XXXXXXXXXXXXXXXXXX, mm 123456.SECTION 5 PARA 9 AMDT 8 2003. ETC.
THE FOLLOWING ADs WERE ALSO CARRIED OUT;
AD ENG 4 AMDT 7 NIL FAULT FOUND ETC.
CESSNA SB XYZ CARRIED OUT NIL FAULTS FOUND.
INSPECTION IN ACCORDANCE WITH EXCLUSION NO 111 CARRIED OUTNIL FAULT FOUND.
FUEL CONTROL UNIT QQQ SNo 112233 REMOVED AND REPLACED BY SNo 123456 IAW
CONTINENTAL SERVICE MANUAL 123 SECTION X PARA 12 AMDT 7 OCT 2003. AUTHORISED
RELEASE CERTIFICATE No. 7890
POST INSPECTION ENGINE RUN CARRIED OUT IAW CESSNA MM NIL FAULTS FOUND
MAINTENANCE PERFORMED BY EXCELLENT AIRCRAFT MAINTENCE SERVICE COA 11111,
SIGNATURE: AMEL No:
AS A FINAL CERTIFICATION ON DATE: / /
A nal certication is to be made in the aircrafts logbook by a person who acted as a co-
ordinator in accordance with CAR 1988 Schedule 6 Part 4 refers). The person making the nal
certication can use the evidence provided by the certications in the system of certication work
sheets as proof that the work was done correctly. This person should have been present during
the complete inspection for a B Class aircraft; this is not the case for an A Class aircraft.
Changes proposed in Part 43 would permit a person who did not take part in the inspection to
certify as a co-ordinator or for the nal vertication, provided that they have hard evidence in the
form of certications on the work sheets as prrof the work was carried out in accordance with the
regulations.
Co-ordination
Your System of Certication also requires provision for any person
acting as a co-ordinator to certify. Co-ordination is needed where
more than one LAME peforms any part of the maintenance. (CAR
1988 Schedule 6 Part 3 refers).
Conclusion
The person holding the Certicate of Approval to perform the
maintenance specied in that approval develops the System of
Certication.
The system should take into account all of the requirements
specied in CAR 1988 Schedule 6, and the maintenance system/
schedule chosen or developed by the Registered Operator.
In addition to the certication sheets, the system includes all of
the instrsuctions required by the end user so they they know what
they are certifying for, how the system is amended and who is
authorised to certify and make changes to the system. This system
is approved by CASA (including the instructions and forms) and
any changes made to the system must also be approved prior to
the system being used.
The system is yours and should be developed to indicate how
you wish it to work, but compliance with the actual aircrafts
system/schedule of maintenance and Civil Aviation Regulations
must be stricly adhered to. The system should also include a list of
persons who are authorised to certify on behalf of the Certicate of
Approval holder. This acts to protect the person certifying and the
organisation employing those people.
the role of the SUPERVISOR
s y s t e ms o f c e r t i f i c a t i o n f o r ma i n t e n e n c e a c t i v i t i e s 170 171
Supervision
The dictionary denition of supervision is to oversee (a process, work, workers etc) during
execution of performance (Macquarie Dictionary) or FAR 43.3(d) ..... that the supervisor is
authorised to perform, if the supervisor personally observes the work being done to the extent
necessary to ensure that it is done properly.
From the Proposed CAR 1998 Part 43
Division 3
Who may supervise maintenance
43.21 Supervision by a licensed aircraft maintenance engineer, etc
(1) The person is permitted to supervise the maintenance of aircraft or aeronautical product
only if:
(a) the person holds an aircraft maintenance engineer license, or an AMS-1 certicate, that
covers the maintenance; and
(b) at all material times when the person is supervising the maintenance, the holder of
the license or certicate observes the work being done to the extent to ensure that it is
being done properly and is readily available in person, for consultation.
43.23 Supervision by an employee of an approved maintenance
organisation.
(1) Subject to subregulation (2), a person employed by an approved maintenance organisation
is permitted to supervise on an aeronautical product not tted to an aircraft any
maintenance:
(a) that may be carried out under the control of the organisation; and
(b) that, as an employee of the organisation, he or she is qualied to carry out;
(c) at all material times when the person is supervising the maintenance, the holder of
the license or certicate observes the work being done to the extent to ensure that it is
being done properly and is readily available in person, for consultation.
(2) The person is qualied to supervise the maintenance provided in subregulation (1) only if:
(a) the person holds and aircraft maintenance engineer license, or an AMS-1 certicate,
that covers the maintenance; or
(b) the following circumstances exist:
i. the person holds a certicate that covers the maintenance, issued by a Part 147
maintenance training organisation; or
ii. the person holds a certicate, that covers the maintenance, issued by a recognised
training provider; or
iii. the person holds a certicate, that covers the maintenance, after completing a training
course approved under the provisions of Part 145; or
iv. the person holds a degree/diploma applicable to the maintenance.
t h e r o l e o f t h e s u p e r v i s o r 172 c i v i l a v i a t i o n s a f e t y a u t h o r i t y 173
As can be seen from the above, supervision is more than asking a skilled or non skilled person
to carry out a maintenance task and then performing a quick check of their work. Regardless of
the experience and performance of the person ender supervision if they are not qualied under
CASA regulations, they must be supervised, by a qualied or approved person, close enough
to ensure that there are no errors made. The closeness of supervision is dependent on several
factors. These are:
(1) How much experience the person under supervision has.
(2) How much trust the supervisor has in that person.
(3) The complexity of the task.
(4) Whether the next sub-task will cover up the previous work carried out, for example, if a
panel is replaced covering the work.
(5) The importance of the task, i.e. what effect will there be on safety or operation if the task is
done incorrectly.
Note that cost did not rate a mention. The regulations are not interested in the cost of
maintenance, only in maintaining safety.
If any case the person supervising is ultimately responsible to the organisation they are
employed by, themselves and CASA. In effect a lack of proper supervision can result in costly
mistakes and may in some circumstances lead to legal action against the supervisor and their
employer, not just by CASA. A recent legal case (not brought about by CASA) determined that
the supervisor was totally responsible and was not performing their work in this area correctly
(they were working in an adjacent hangar, when the work was performed). This ruling by the
court caused severe penalties to be imposed on the supervisor and the employer.
In the worst instance the supervisor can have criminal charges laid against them, in addition to
a law suit, which is something none of us want to go through. This is out of CASAs hands but
it must be kept in the back of the supervisors mind. This does not mean that the person being
supervised can do what they like; it just means that when blame is apportioned, the supervisor
carries the greater culpability.
This may sound very negative, but good supervision is very important both in a quality sense
and stress levels of supervisory and maintenance staff.
Good supervision can also lead to productivity increases, fewer non-conforming products,
increased customer satisfaction, increased prots and a happier work force.
Remember when you are supervising you are responsible for the work carried out, not the
person being supervised. You should take all steps possible to ensure that during supervision
the person being supervised is guided and checked. You should be available for consultation,
inspection and certication. You, the supervisor, are certifying for the work carried out, by
someone else, so this work should meet both your standards and the regulatory standard.
In Australia we are lucky that supervisors and licensed aircraft maintenance engineers are
professional, enthusiastic, reasonably well trained, experienced and conscientious. Dont let a
lack of proper supervision spoil your day and our excellent safety record.
t h e r o l e o f t h e s u p e r v i s o r 174
CASA CENTRAL OFFICE
CASA Building
Cnr Northbourne Ave & Barry Dr
Canberra ACT 2600
GPO Box 2005 Canberra ACT 2601
ph 131 757
(local call cost within Australia)
ph 61 131 757
(from outside Australia)
fax 02 6217 120
CASA SERVICE CENTRE
PO Box 836 Fortitude Valley
Qld 4006
ph 136 773 fax 07 3842 2580
email regservices@casa.gov.au
AIRLINE OFFICES
Brisbane
39 Navigator Place Hendra
Brisbane QLD 4011
ph 07 3632 4056 fax 07 3632 4060
email brisbaneairlines@casa.gov.au
Canberra
CASA Building
Cnr Northbourne Ave & Barry Dr
Canberra ACT 2600
GPO Box 2005 Canberra ACT 2601
ph 131 757
email airlineops@casa.gov.au
Melbourne
Level 11, 505 Little Collins St
Melbourne VIC 3000
PO Box 558 Collins Street
West Victoria 8007
ph 03 9927 5345 fax 03 9927 5336
email melbairlines2@casa.gov.au
Sydney
Building 235
Cnr Qantas Dr & Robey St ,
Mascot 2020
PO Box 409 Mascot NSW 1460
ph 02 9366 3121 fax 02 9366 3111
email sydneyairlines@casa.gov.au
FIELD OFFICES
Adelaide
4 Kel Barclay Avenue
Adelaide Airport SA 5950
PO Box 126 PBC Adelaide Airport
SA 5950
ph 08 8422 2904 fax 08 8422 2900
email central@casa.gov.au
Bankstown
Building 628 Airport Ave
Bankstown Airport
ph 02 9870 3007 fax 02 9780 3050
email sydneybasin@casa.gov.au
Brisbane
39 Navigator Place Hendra
QLD 4011
ph 07 3632 4051 fax 07 3632 4060
email southqld@casa.gov.au
Cairns
Building 78, Mick Borzi Drive,
Cairns International Airport
Cairns QLD
PO Box 280N North Cairns
Qld 4870
ph 07 4042 3603 fax 07 4042 3600
Canberra
Cnr Nomad Drive & Rayner Road
Canberra Airport Pialligo ACT 2609
GPO Box 2005 Canberra 2601
ph 02 6217 1357 fax 02 6217 1446
email nswcountry@casa.gov.au
Darwin
Reservations House
2 Fenton Court Darwin Airport
Marrara NT 0812
PO Box 41196 Casuarina NT 0811
ph 08 8943 2999 fax 08 8943 2986
email nt@casa.gov.au
Moorabbin
19 Second Avenue
Moorabbin Airport Mentone Vic
3194
PO Box 20 Moorabbin Vic 3189
ph 131 757 fax 03 9518 2792
email victasmail@casa.gov.au
Perth
130 Fauntleroy Ave Perth Airport
WA 6104
GPO Box 1082 Cloverdale WA 6105
ph 08 9366 2802 fax 08 9366 2810
email west@casa.gov.au
Tamworth
Cnr Rentell St & Basil Brown Drive
Tamworth Airport NSW 2340
PO Box 895 Tamworth NSW 2340
ph 02 6755 2245 fax 02 6755 2240
Townsville
1 Coral Sea Drive
Townsville Airport QLD 4814
PO Box 7740 Garbutt Qld 4814
ph 07 4750 2672 fax 07 4750 2699
email northqld@casa.gov.au
Civil Aviation Safety Authority
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