Onunair

EASA
MAINTENANCE
ORGANISATION
EXPOSITION
– EASA MOE –
Revision No : 02
Date : 16 Feb 2015
Onur Air Taşımacılık A.Ş.

Atatürk Havalimanı B kapısı yanı 34149 Yeşilköy İstanbul-Türkiye
Tel : +90-212-468 64 00, Fax: +90-212-468 64 12/13
EASA Part 145 Approval Number: EASA.145.0547
MOE
Subject: Eligibility: Page:

0.00 MANUAL ADMINISTRATION AND EASA Part 145 1 of 1
CONTROL Revision: Date:
00 09 Oct 2014
1.1 MANUAL ADMINISTRATION AND CONTROL
This part covers sections on MANUAL ADMINISTRATION AND CONTROL.

MOE

0.01 Table of Contents EASA Part 145 1 of 2
Revision: Date:
02 16 Feb 2015
1.2 Table of Contents
COVER
1.1 MANUAL ADMINISTRATION AND CONTROL

1.2 Table of Contents
1.3 List of Effective Pages
1.4 List of Amendments
1.5 Distribution List
1.6 Approvals
1.7 Preamble
1.8 Definitions and Abbreviations
1.1 MANAGEMENT
1.2 Corporate Commitment by the Accountable Manager
1.3 Quality and Safety Policy
1.4 Management Personnel
1.5 Duties and Responsibilities of Management Personnel
1.6 Management Organisation Chart
1.7 List of Certifying Staff and Support Staff
1.8 Manpower Resources
1.9 Facilities
1.10 Scope of Work
1.11 Notification Procedure to the Authority Regarding Changes
1.12 Exposition Amendment Procedures
2.1 MAINTENANCE PROCEDURES

2.2 Supplier Evaluation and Subcontract Control Procedure
2.3 Acceptance-Inspection of Aircraft Components and Materials from Outside
Contractors
2.4 Storage, Tagging and Release of Aircraft Components and Materials to Aircraft
Maintenance
2.5 Acceptance of Tools and Equipment
2.6 Calibration of Tools and Equipment
2.7 Use of Tooling and Equipment by Staff
2.8 Cleanliness Standards of Maintenance Facilities
2.9 Maintenance Instructions and Relationship to Manufacturers Instructions
Including Updating and Availability to Staff
2.10 Repair Procedure
2.11 Aircraft Maintenance Programme Compliance
2.12 Airworthiness Directives Procedure
2.13 Optional Modification Procedure
2.14 Maintenance Documentation in use and its Completion
2.15 Technical Records Control
2.16 Rectification of Defects Arising During Base Maintenance
2.17 Release to Service Procedure
2.18 Records for the Operator
2.19 Reporting of Defects to the Competent Authority, Operator, Manufacturer
2.20 Return of Defective Aircraft Components to Store
2.21 Defective Components to Outside Contractors
2.22 Control of Computer Maintenance Records System
2.23 Control of Man-Hour Planning versus Scheduled Maintenance Work
2.24 Control of Critical tasks
2.25 Reference to Specific Maintenance Procedures
2.26 Procedures to Detect and Rectify Maintenance Errors
2.27 Shift-Task Handover Procedures
MOE

0.01 Table of Contents EASA Part 145 2 of 2
Revision: Date:
02 16 Feb 2015
2.28 Procedures for Notification of Maintenance Data Inaccuracies and Ambiguities to

the Type Certificate Holder
2.29 Production Planning Procedures
2L.00 ADDITIONAL LINE MAINTENANCE PROCEDURES

2L.01 Line maintenance control of aircraft components, tools, equipment
2L.02 Line maintenance procedures related to servicing/fuelling/de-icing
2L.03 Line maintenance control of defects and repetitive defects
2L.04 Line procedure for completion of technical log
2L.05 Line procedure for pooled parts and loan parts
2L.06 Line procedure for return of defective parts removed from aircraft
2L.07 Line procedure control of critical tasks
3.1 QUALITY SYSTEM PROCEDURES

3.2 Quality Audit of Organisation Procedures
3.3 Quality Audit of Aircraft or Equipment
3.4 Quality Audit Corrective Action Procedure
3.5 Certifying Staff and Support Staff Qualification and Training Procedures
3.6 Certifying Staff and Support Staff Records
3.7 Quality Audit Personnel
3.8 Qualifying Inspectors
3.9 Qualifying Mechanics
3.10 Aircraft or Component Maintenance Tasks Exemption Process Control
3.11 Concession Control for Deviation from the Organisation Procedures
3.12 Qualification Procedure for Specialised Activities
3.13 Control of Manufacturer and other Maintenance Working Teams
3.14 Human Factors Training Procedure
3.15 Competence Assessment of Personnel
3.16 Training procedures for on-the-job training (OJT).
3.17 Procedure for the issue of a recommendation to the competent authority for the
issue of a Part-66 licence in accordance with 66.B.105 (limited to the case
where the competent authority for the Part-145 approval and for the Part-66
licence is the same
4.1 CONTRACTED OPERATORS

4.2 Contracting Operators
4.3 Operator Procedures and Paperwork
4.4 Operator Record completion
5.1 APPENDICES
5.2 Sample of Documents
5.3 List of Subcontractors
5.4 List of Line Maintenance Locations
5.5 List of Contracted Organisations
MOE

0.02 List of Effective Pages EASA Part 145 1 of 2
Revision: Date:
02 16 Feb 2015
1.2 List of Effective Pages
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MOE

0.02 List of Effective Pages EASA Part 145 2 of 2
Revision: Date:
02 16 Feb 2015
2L.00 All 00 (Original Issue) 09 Oct 2014

2L.01 All 02 16 Feb 2015
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MOE

0.03 List of Amendments EASA Part 145 1 of 4
Revision: Date:
02 16 Feb 2015
1.3 List of Amendments
1.3.1 Table of Revisions
The company makes a revision to this document every time it is amended. Each amendment
is identified with a consecutive “Revision Number” as listed in below table.
REVİSİON NO REVİSİON DATE REVİSİON TYPE
00 09 Oct 2014 Major

01 21 Nov 2014 Minor
02 16 Feb 2015 Major
Refer to EASA MOE 0.05 Approvals for proof of approval of the latest revision.
MOE

Revision: Date:
02 16 Feb 2015
1.3.2 Revision Highlights
Every revision to this MOE is highlighted here, in order to keep the document traceability.
Most of the time, such a revision may have more than a single change and each change and
its impact to the documents are indicated in this sub-section.
Common portions of this document, like;
 Cover,
 0.02 List of Effective Pages,
 0.03 List of Amendments,
 0.05 Approvals,
which affected by any change, are not necessarily listed within the impacts table unles the
change is focused on itself, but must be indicated in 0.02 List of Effective Pages. Refer below
for intended focus of the changes.
Revision # Change # Change Description

00 1 Original Issue.
Impact:
All
/end of changes/

01 1 Extended A1 rating with “A319”.
Impact:
1.09

01 2 Added “Revision Highlights” to 0.03 List of Amendments.
Impact:
0.03
/end of changes/

02 1 Extended A1 rating with “Line Maintenance”.
Impact:
0.01, 1.03, 1.04, 1.06, 1.07, 1.08, 1.09, 2.05, 2.13, 2.16, 2.22, 2.23, 2.25, 2.26, 2.28, 2L.00,
2L.01, 2L.02, 2L.03, 2L.04, 2L.05, 2L.06, 2L.07, 3.04, 3.12, 5,03

02 2 Changed “paper” distributions to “digital”.
Impact:
0.04

02 3 Changed Management Personnel: Base Maintenance Manager
Impact:
1.03
MOE

Revision: Date:
02 16 Feb 2015

02 4 Re-harmonised Duties and Responsibilities
Impact:
1.04

02 5 Added Category A Licence
Impact:
1.06

02 6 Re-defined the company tagging system.
Impact:
2.02

02 7 Re-structured the procedures.
Impact:
2.03

02 8 Added responsibility of keeping inventory.
Impact:
2.05

02 9 Changed toolbox discipline checking.
Impact:
2.06

02 10 Added reference to OT-294 “Missing Tool Form”.
Impact:
2.06

02 11 Re-write repair procedure completely.
Impact:
2.09

02 12 Deleted intent of 2.18 and added reference to that procedure.
Impact:
2.15

02 13 Added approval of and reporting to EASA when procedure
deviations occur.
Impact:
2.15
MOE

Revision: Date:
02 16 Feb 2015

02 14 Corrected general conditions for CRS iaw Part 145.
Impact:
2.16

02 15 Changed title 2.16.03 as “CRS after Aircraft Maintenance”.
Impact:
2.16

02 16 Improved CRS verification checks after Aircraft Maintenance.
Impact:
2.16

02 17 Improved maintenance task exemption process.
Impact:
2.16, 3.09

02 18 Changed to correct syntax, grammatic errors and improved for
meanings.
Impact:
0.06, 1.10, 2.01, 2.04, 2.08, 2.14, 2.18, 2.19, 2.20, 2.21, 2.24 (.02, .03, .04), 2.27, 3.03, 3.10
/end of changes/
MOE

0.04 Distribution List EASA Part 145 1 of 1
Revision: Date:
02 16 Feb 2015
1.4 Distribution List
COPY NUMBER HOLDER FORMAT

1 EASA Digital
2 DGCA Digital
3 QA Manager Digital
4 The Company Library Digital (*1)
(*1) Company personnel is permitted to access this document through Company MIS
(Lotus Notes Documentation System) read only. For locations out of MIS reach, a CD
copy is provided to the personnel. The CD copy holders are enlisted and managed by
QA Manager. Upon receipt of an amendment in CD format, each MOE holder is
responsible for destroying the obsolete version. Company may distribute another
copy of the document in any format under Quality Manager’s judgement and
responsibility.
MOE

0.05 Approvals EASA Part 145 1 of 1
Revision: Date:
02 16 Feb 2015
1.5 Approvals
This revision of the exposition is prepared and revised by the section/procedure

owners in accordance with MOE 1.11. This section provides the proof of approval for
the document.
Name Signature
Verified by Mehmet BİRLİK
Overall Reviewed by Erhan İNANÇ

QA Manager
Approved by Teoman TOSUN

General Manager
Authority Approval See authority approval page(s) attached.

MOE

0.06 Preamble EASA Part 145 1 of 1
Revision: Date:
02 16 Feb 2015
1.6 Preamble
This manual is the compilation of Maintenance Organisation Exposition (MOE) procedures as

prescribed in 145.A.70. It is prepared as a contributed work throughout the Company for
achieving continuous EASA Part 145 Approval.
This manual contains the following Parts.
Part 0 - MANUAL ADMINISTRATION AND CONTROL

Part 1 - MANAGEMENT
Part 2 - MAINTENANCE PROCEDURES
Part 2L- ADDITIONAL LINE MAINTENANCE PROCEDURES
Part 3 - QUALITY SYSTEM PROCEDURES
Part 4 - CONTRACTED OPERATORS
Part 5 - APPENDICES
Sections are identified with two digit numbers collected under parts (i.e., 1.06 List of Certifying
Staff and Support Staff)
Parts and sections are listed in MOE 0.01 Table of Contents and each part or section listed
thereof is managed and revised iaw 1.11 Exposition Amendment Procedures.
Here in this manual described the methods and procedures to be used for maintenance
operations under approved scope of work defined in 1.09 Scope of Work to ensure safety of
the articles maintained under high quality standards driven by MOE procedures.
This document also meets the requirements of Quality Manual of Onur Air. There may be rare
references to that document where most practical and appropriate.
It is essential for user, where required, to learn, know, and obey the methods and procedures
described within this document.
MOE was prepared in English as common language. Turkish and additional languages may
be launched based on this English version however English version remains as reference
when officially approved.
MOE

0.07 Definitions and Abbreviations EASA Part 145 1 of 4
Revision: Date:
00 09 Oct 2014
1.7 Definitions and Abbreviations
Term/Abbreviation Definition/Meaning
AC : Or A/C. See Aircraft.
Accountable Manager : The manager who has corporate authority for ensuring that all
maintenance required by the aircraft operator can be financed
and carried out to standard required by the EASA. The
accountable manager may delegate in writing to another person
in the organisation, such person then becoming the
accountable manager for the purpose of this EASA Part-145
Organisation.
Aircraft : Means any machine that can derive support in the atmosphere
from the reactions of the air other than reactions of the air
against the earth’s surface.
AKA : also known as.
ARC : Authorised Release Certificate (EASA Form 1)
Article : An aircraft, airframe, aircraft engine, propeller, appliance, or

component part.
Audit : Independent, objective process of routine sample checks of all

aspects of the organisation’s ability to carry out all maintenance
to the required standards and includes product sampling as this
is the end result of the maintenance process.
Audit Checklist : A document used for an Audit as a guideline document

indicating the subjects either on high level or low level.
Audit Plan : A scheduling plan prepared periodically (e.g. yearly) showing

intended audit timeframes indicatively.
Auditee : The position an audit process is exposed to.
Auditor : The position an audit process is exposed from.
Auditor Pool : The list of auditors qualified in accordance with MOE 3.6.
Authority, the : The body mandating related rules regulations.
Bogus Part : See SUP.
CA : Corrective Action
CDCCL : Critical Design Configuration Control Limitations. CDCCL

identify the critical design features such as proper wire
separation, proper installation of a panel gasket, minimum
bonding jumper resistance levels, etc., that must be maintained
in exactly the same manner throughout the life of the aircraft in
order to comply with the type certificate and maintain
airworthiness.
MOE

Revision: Date:
00 09 Oct 2014
Certifying Staff : Means personnel responsible for the release of an aircraft or a

component after maintenance.
Company, the : Acronym representing Onur Air Tasimacilik A.S. (aka. Onur Air)
maintenance operations unit under EASA Part 145 approval.
“Onur Air” represents not only the maintenance organization,
but all sections including flight operations, flight training,
commercial, etc.
Component : Means any engine, propeller, part or appliance.
Continuing : Means all of the processes ensuring that, at any time in its
Airworthiness operating life, the aircraft complies with the airworthiness
requirements in force and is in a condition for safe operation.
CRS : Certificate of Release to Service.
CS : Or C/S. See Certifying Staff.
CSLIST : Short for Certifying Staff List. Includes Support Staff for base
maintenance.
DGCA or TR-DGCA : Turkish Directorate General of Civil Aviation.
DOA : Design Organization Approval. Generally refers to an EASA

Part 21 approval holders when used in the text without any
other identifier.
EHS : Environment, Health and Safety
EIR : Engineering Investigation Request
EO : Engineering Order
ESD : Electrostatic Discharge
EWIS : Electrical Wiring Interconnection System. EASA guidance is

provided for EWIS (Electrical Wiring Interconnection System)
training programme to maintenance organisation personnel in
AMC 20-22 as referenced in AMC 4 145.A.30(e).
FTS : Fuel Tank Safety. Additional training in fuel tank safety as well
as associated inspection standards and maintenance
procedures should be required for maintenance organisations’
technical personnel, especially technical personnel involved in
the compliance of CDCCL tasks. EASA guidance is provided
for training to maintenance organisation personnel in Appendix
IV “Fuel Tank Safety training” to AMC to 145.A.30(e) and
145.B.10(3).
He : Stands for He or She, as applicable.
His : Stands for His or Her, as applicable.
IAW : in accordance with.

MOE

Revision: Date:
00 09 Oct 2014
Incoming Inspection : aka. Receiving Inspection. Inspection for the material, tool,
equipment etc when arrival at the company.
LRU : Line replaceable unit.
Maintenance : Means any one or combination of overhaul, repair, inspection,

replacement, modification or defect rectification of an aircraft or
component, with the exception of preflight inspection.
MIS : Management Information System wthin the company, including

Lotus system, intranet file servers, Wings maintenance
software system, VPN through the company etc.
MOE : Maintenance Organisation Exposition
MRO : Maintenance and Repair Organization
MSDS : Material Safety Data Sheet
NANDTB-TR National Aerospace NDT Board of Turkey,
NDI : Non Destructive Inspection
NDT : Non Destructive Testing
NDTM : Non Destructive Testing Manual
NRWO : Non-Routine Work Order
OEM : Original Equipment Manufacturer
Organisation : The Company’s (defined) operational and administrative

structure.
PA : Preventive Action
Position : Organization or o person in the organization, responsible for

completing an assigned action.
PPC : Production Planning and Control/Coordination
Pre-flight inspection : Means the inspection carried out before flight to ensure that the
aircraft is fit for the intended flight.
Principal place of : Means the head office or the registered office of the
business undertaking within which the principal financial functions and
operational control of the activities referred to in terms of EASA
regulations are exercised.
Production : All the maintenance activities within the organisation’s (defined)

approval scope.
QA : Quality Assurance
RCA : Root Cause Analysis

MOE

Revision: Date:
00 09 Oct 2014
Receiving Inspection : See Incoming Inspection.
Regulation : EASA Part-145, plus AMCs, GMs, IEMs and other related
documets as appropriate.
Requirement : Regulation (defined) and preocedures implied by this MOE.
RO : Repair Order
RX : Receiving Inspection.
SMS : Safety Management System (ICAO 9859 Safety

Management Manual definition); A systemic approach to
managing safety, including the necessary organizational
structures, accountabilities, policies and procedures.
SS : Or S/S. See Support Staff.
SUP : Suspected Unapproved Part
Support Staff : Aircraft type rated staff qualified as category B1, B2 as

appropriate, in accordance with DGCA SHY-66 and EASA Part
145.A.35 to support the aircraft base maintenance certifying
staff.
WO : Work Order
MOE

1.00 MANAGEMENT EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
1.1 MANAGEMENT
This part covers sections on MANAGEMENT.

MOE

1.01 Corporate Commitment by the EASA Part 145 1 of 1
Accountable Manager Revision: Date:
00 09 Oct 2014
1.2 Corporate Commitment by the Accountable Manager
This exposition and any associated referenced manuals define the organisation and
procedures upon which the EASA Part-145 approval is based as required by
145.A.70.
It is understood that the use of EASA Part 145 CRS statement is not allowed for non-
EU registered and/or operated aircraft.
These procedures are approved by the undersigned and should be complied with, as
applicable, when work orders are being progressed under the terms of the Part-145
approval.
It is accepted that these procedures do not override the necessity of complying with
any new or amended regulation published by the EASA from time to time where
these new or amended regulations are in conflict with these procedures.
It is understood that the EASA will approve this organisation whilst the EASA is
satisfied that the procedures are being followed and work standards maintained. It is
further understood that the EASA reserves the right to suspend, limit or revoke the
approval of the organisation if the EASA has evidence that procedures are not
followed or standards not upheld.
Signed by Teoman TOSUN
Date 09 October 2014
Accountable Manager and General Manager

For and on behalf of the Company.
MOE

1.02 Quality and Safety Policy EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
1.3 Quality and Safety Policy
Quality and safety have vital importance in the Company’s operations. It is the responsibility
of management to make sure that the quality and safety policy is understood and followed at
all times by all personnel of the organisation. Below is the Quality and Safety Policy of the
Company:
 Apply human factors principles.
 Encourage personnel to report maintenance related errors/incidents to meet Part-145

requirements.
 Recognise safety as a prime consideration at all times for all the staff.
 Recognise that compliance with procedures, quality standards and regulations is the
duty of all personnel.
 Recognise the need for all personnel to cooperate with the quality auditors.
 Ensure that safety standards are not reduced by commercial imperatives.
 Ensure good use of resources and pay particular attention to carry out correct
maintenance at the first attempt.
 Train all organisation staff to be aware of human factors and set a continuous training
programme in this field.
MOE

1.03 Management Personnel EASA Part 145 1 of 1
Revision: Date:
02 16 Feb 2015
1.4 Management Personnel
Titles, names and deputies are defined in the table below.
Title Name Deputy Name
(*2)
General Manager Teoman TOSUN Şükrü CAN (*2)
Either of (as assigned):

(*2)
Quality Manager Erhan İNANÇ
(*1)
- Mehmet BİRLİK or
(*2)
- Cengiz ÖZTÜRK
Either of (as assigned):
(*2)
(*1) - İlkin CAN or
Vice President (VP) Technical Şükrü CAN - Mehmet YILMAZ
(*2)
or
(*2)
- Cengiz SAĞNACI
Maintenance Manager – (*2) (*2)
Mehmet YILMAZ Çağdaş ORAN
Base
Maintenance Manager - (*2)
Çağdaş ORAN Mehmet YILMAZ
(*2)
Workshops
Maintenance Manager – (*2) (*2)
Servet AVCI Burak BİLGİÇ
Line
Production Planning and Control (*2) (*2)
Soner ŞAT Mehmet YILMAZ
(PPC) Manager
Engineering Manager – (*2) (*2)

Cengiz SAĞNACI Özden KIRAN
Airframe (AF)
Engineering Manager – (*2) (*2)

Ataç ORUÇ Tan CENGİZ
Powerplant (PP)
(*2) (*2)
Planning Manager Müge TATLICI Noyan AKÇETİN
(*2) (*2)
Coordinator - Administration İlkin CAN Fuat KADAYIFÇI
(*3)
Responsible Level 3 for NDT M. İlker SUNAOĞLU Not Applicable
(*1)
EASA Form 4 issued, and approved by EASA.
(*2)
EASA Form 4 issued, not necessarily be approved.
(*3)
EASA Form 4 copy obtained.
For more than three (3) days of absence of any listed management personnel above, the
deputy assignment is announced to the organization. Refer to MOE 1.05 for organization
chart in order to better understand relationships and reporting chain throughout the company.
MOE

1.04 Duties and Responsibilities of EASA Part 145 1 of 8
Management Personnel Revision: Date:
02 16 Feb 2015
1.5 Duties and Responsibilities of Management Personnel
The management personnel have duties and responsibilities as defined in this section in
order to satisfy management functions required by EASA Part 145. Notwithstanding the below
duties and responsibilities are explicitly written in this section, the Company may expose
additional duties, responsibilities and roles on specific work steps, procedures and proceses
described in this manual in order to ensure highest level of quality.
1.4.1 Accountable Manager (aka. General Manager, Managing Director)
The accountable manager is the person who has overall power and company representation
responsibility over the whole management team.
1. He is responsible for ensuring that maintenance carried out by the approved organisation
meets the standards required by EASA.
2. He is responsible for establishing and promoting the safety and quality policy specified in
Part 145.A.65 (a) and disseminate it throughtout the organisation by specifying in MOE
1.2.
3. He is responsible for nominating the management staff.
4. He is responsible for ensuring that the necessary finance, manpower resources, material
resources, tool/equipment resources, technical data, facilities and any other class of
resources are available to enable the company to perform the maintenance to which it is
committed for contracted operators and any additional work which may be undertaken.
5. He is responsible for the supervision of the progress of the corrective actions/review of
the overall results in terms of quality.
6. He is responsible for ensuring the competence of all personnel including management
personnel has been assessed.
7. He is responsible for ensuring that any charges are paid, as prescribed by EASA iaw. the
fees & charges regulation.
1.4.2 Quality Manager (aka. Quality Assurance Manager, QA Manager or QA

Manager-Technical)
The quality system is independent. It means that the Quality Manager and the Quality
Monitoring Staff are not directly involved in the maintenance process or with maintenance
certification.
1. He is responsible for establishing an independent quality assurance system to monitor

compliance of the organisation with EASA requirements.
2. He has direct access to the Accountable Manager on matters concerning the quality
system.
3. Defines the human factors principles to be implemented within the organisation.
4. He is responsible for implementing a quality audit programme in which compliance with all
maintenance procedures is reviewed at regular intervals in relation to each type of aircraft
(or component) maintained (including the management and completion of audits and
production of audit reports).
5. He ensures that any observed non-compliances or poor standards are brought to the
attention of the person concerned via his manager.
6. He is responsible for follow up and closure of any non conformances identified.
7. He establishes and joins regular meetings (so called management reviews, management
coordinations, quality council, council subcommittees, etc.) with the Accountable Manager
to appraise the effectiveness of the quality system. These include details of any reported
discrepancy not being adequately closed by the relevant person or in respect of any
disagreement concerning the nature of a discrepancy.
MOE

02 16 Feb 2015
8. He is responsible for preparing standard practices and procedures (MOE, including the
associated procedure(s) for use within the organisation and ensuring their adequacy
regarding Part 145 and any amendments to the Regulation.
9. He is responsible for submission of the MOE and any associated amendments, to the
competent authority for approval (which includes completion of and submission of EASA
Form(s) 2, EASA Form(s) 4 or equivalent) whenever required.
10. He is responsible for issue /renewal/cancellation of certifying staff authorisations.
11. He is responsible for co-ordinating action on airworthiness occurrences and for initiating
any necessary further investigation and follow-up activity (145.A.60, AMC M.A.202.a) ;
12. He is responsible for assessing contractors working under the quality system and
maintaining the expertise necessary to be able to do so, to the satisfaction of EASA.
13. He is also responsible for assessing external specialist services required to be used by
the organisation in the performance of maintenance.
14. He is responsible for defect analysis in respect of aircraft undergoing maintenance so that
any adverse trends are identified and addressed effectively and promptly.
15. He is responsible for establishing feedback from maintenance incidents/issues and
feeding these back into the continuation training programme.
16. He is responsible for assessing suppliers of new and used components and materials for
satisfactory product quality in relation to the needs of the organisation.
17. Notwithstanding the existing job definitions documented in other company documentation,
Quality Manager is responsible for the above tasks and tasks in terms of EASA Part 145
and MOE requirements.
1.4.3 VP Technical (aka. Vice President Technical, Deputy Managing Director)
He directly reports to the Accountable Manager and provides for the maintenance, overhaul,
repair, alteration and planning, scheduling coordination and by directing
I. Base Maintenance Manager

II. Workshops Maintenance Manager
III. Line Maintenance Manager
IV. Production, Planning and Control Manager
V. Engineering Manager – Airframe and Engineering Manager - Powerplant
VI. Planning Manager
VII. Coordinator – Administration
He has a basic understanding of human factors, regulations and requirements, fuel tank
safety, MOE procedures and quality system as defined in the Training Standards.
His responsibilities are to ensure that:
1. He is responsible for the satisfactory completion and certification of all work required by
contracted operators/customers in accordance with the work specification (Work Order
and approved MOE procedures),
2. He is responsible for ensuring that the organisation's procedures and standards are
complied with when carrying out maintenance,
3. He is responsible for ensuring the competence of all personnel engaged in maintenance
by establishing a programme of training and continuation training using internal and/or
external sources,
4. He is responsible for ensuring that all sub-contract orders are correctly detailed and that
the requirements of the contract/order are fulfilled in respect of inspection and quality
control,
5. He is responsible for responding to quality deficiencies in the area of activity for which
he/she is responsible, which arise from independent quality audits,
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02 16 Feb 2015
6. He is responsible for ensuring, through the workforce under his/her control, that the
quality of workmanship in the final product is to a standard acceptable to the organisation
and EASA,
7. He is responsible for the implementation of the safety policy and human factor issues,
8. The Quality Objectives are determined to achieve the Quality Policy and the Quality
Objectives of the Maintenance Organisation as announced by the Accountable Manager
and the Policy and Objectives of the Maintenance Organisation.
9. Objectives are understood, implemented and maintained at all levels of the Organisation.
10. Objectives are determined by each Department/Management to achieve the Quality
Objectives.
11. Performance parameters for measuring the progress in each objective are developed by
each Department / Management.
12. Using these parameters, quarterly and yearly achievements against the objectives are
compared by each Department / Management and necessary corrective actions are taken
to meet and/or exceed the objectives.
13. Work scheduling and shop loading is realistic and adhered to.
14. Detailed labor and material accounting is accumulated for each work order.
15. Completed work records are retained and furnished as requested.
16. Aircraft and components are maintained iaw applicable requirements, manufacturers'
instructions, operators' manuals, customers’ work orders and with this MOE.
17. Proper tools, equipment, material and documents are available in place, uptodate and
used in performing the work.
18. Adequate qualified supervision is assigned to assure quality production.
19. Supporting shops provide necessary services.
20. Aircraft is airworthy on completion of maintenance in relation with Quality Manager.
21. Airworthiness of aircraft is certified.
22. Calibration of test equipment, precision tools and gauges are controlled.
23. An adequate number of certifying staff and technicians are trained and qualified in their
duties.
24. Maintenance actions at base are performed.
25. Fuel tank safety requirements (Critical Design Control Configuration Limitations -CDCCL)
are strictly adhered to during planning and implementation of maintenance of related
systems.
26. Full compliance with applicable Dangerous Goods Regulations is provided.
27. Requirements of any valid maintenance contract and/or Technical Services Agreement
signed with customer/operators are strictly followed and implemented.
28. Human performance limitations are strictly observed while planning of maintenance tasks
and organizing of shifts.
29. The inspection are performed and monitored.
30. All administrative company procedures are followed.
He is also responsible for the followings:
31. Assign the “commercial administrative policies” of the company maintenance facilties,
32. Planning of fleet, facilities and staff to reach long term “commercial and adminsitrative
targets”,
33. Training and improving the capabilities of the “commercial and adminsitrative staff”,
34. Provide among management staff under him for adequate “commercial and administrative
coordination”.
(I) Base Maintenance Manager
He is in charge of the followings and reports to the VP Technical.

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02 16 Feb 2015
1. He is responsible for ensuring satisfactory completion and certification of all work

required by contracted operators/customers in accordance with the work
specification (Work Order and approved MOE procedures),
2. He is responsible for ensuring that the organisation's procedures and standards
are complied with when carrying out maintenance,
3. He is responsible for ensuring the competence of all personnel engaged in
maintenance by establishing a programme of training and continuation training
using internal and/or external sources,
4. He is responsible for ensuring that all sub-contract orders are correctly detailed
and that the requirements of the contract/order are fulfilled in respect of
inspection and quality control,
5. He is responsible for responding to quality deficiencies in the area of activity for
which he is responsible, which arise from independent quality audits,
6. He is responsible for ensuring, through the workforce under his/her control, that
the quality of workmanship in the final product is to a standard acceptable to the
organisation and EASA,
7. He is responsible for the implementation of the safety policy and human factor
issues,
8. Coordination of the performance of maintenance of the aircraft,
9. Identifying the requirements together with the VP Technical and PPC
Management to be performed during the periodic maintenance,
10. Coordinating the training program for base maintenance personnel with the
training department.
11. Utilization of the materials, tools and equipment in suitable manner which will be
required for the maintenance,
12. Supplying periodic maintenance by the suitable staff using the accurate
procedures with high quality standards,
13. Enabling the ease of access of the documents and data and updated for the staff
under its supervision.
14. Non-Destructive Testing tasks are carried out in accordance with manufacturer
manuals and approved standards
15. Keeping the hangar and shops clean and tidy,
16. Recording and notifying any inaccurate, incomplete or ambiguous procedure,
practice information or maintenance instruction contained in the maintenance
data used by maintenance personnel to the author of maintenance data,
17. Notifying ultimately the Accountable Manager whenever deficiencies emerge
which require his attention in respect of finance and the acceptability of standards
(Accountable Manager and Quality Manager to be officially informed of any lack
of 25% of available man-hours over a calendar month),
(II) Workshops Manager (aka. Workshops Maintenance Manager, Shops

Manager)
Workshops Manager is in charge of the followings and reports to the Aircraft VP

Technical:
1. He is responsible for ensuring satisfactory completion and certification of all work

required by contracted operators/customers in accordance with the work
specification (Work Order and approved MOE procedures),
2. He is responsible for ensuring that the organisation's procedures and standards
are complied with when carrying out maintenance,
3. He is responsible for ensuring the competence of all personnel engaged in
maintenance by establishing a programme of training and continuation training
using internal and/or external sources,
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02 16 Feb 2015
4. He is responsible for ensuring that all sub-contract orders are correctly detailed
and that the requirements of the contract/order are fulfilled in respect of
inspection and quality control,
5. He is responsible for responding to quality deficiencies in the area of activity for
which he/she is responsible, which arise from independent quality audits,
6. He is responsible for ensuring, through the workforce under his/her control, that
the quality of workmanship in the final product is to a standard acceptable to the
organisation and EASA,
7. He is responsible for the implementation of the safety policy and human factor
issues,
8. Coordination of the performance of component maintenance iaw scope of
approved ratings and capability list,
9. Identifying the requirements together with the VP Technical and PPC Manager to
be performed for the component maintenance,
10. Arranging the training program with the training department necessary for the
staff under his supervision
12. Performing component maintenance by the suitable staff using the accurate
procedures with high quality standards,
under his supervision,
14. Keeping the component shops clean and tidy,
(III) Line Maintenance Manager
He is in charge of the followings and reports to the VP Technical.
1. Ensuring satisfactory completion and certification of all work required by

contracted operators/customers in accordance with the work specification (Work
Order and approved MOE procedures),
2. Ensuring that the organisation's procedures and standards are complied with
when carrying out maintenance,
3. Ensuring the competence of all personnel engaged in maintenance by
establishing a programme of training and continuation training using internal
and/or external sources,
4. Ensuring that all sub-contract orders are correctly detailed and that the
requirements of the contract/order are fulfilled in respect of inspection and quality
control,
5. Responding to quality deficiencies in the area of activity for which he is
responsible, which arise from independent quality audits,
6. Ensuring, through the workforce under his control, that the quality of
workmanship in the final product is to a standard acceptable to the organisation
and EASA,
7. Implementation of the safety policy and human factor issues,
8. Coordination of the performance of maintenance of the aircraft,
9. Identifying the maintenance requirements together with the VP Technical and
PPC Management,
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02 16 Feb 2015
10. Coordinating the training program for Line Maintenance personnel with the
training department.
12. Supplying maintenance by the suitable staff using the accurate procedures with
high quality standards,
under his supervision,
14. Keeping the facilities clean and tidy,
15. Providing feedback to the Quality System about the services provided by
contracted Organisations, Subcontractors,
16. Availability of a working environment appropriate to the tasks being undertaken,
17. Availability of sufficient competent personnel to plan, perform, supervise, inspect
and certify the work being performed
(IV) Production Planning and Control Manager (aka. PPC Manager)
He is in charge of the followings:
1. Direction of the operations of the Production Planning Department

2. Providing of the required trainings of his staff,
3. Man-hour, material and tool planning for the maintenance, monitoring of the
maintenance and management of maintenance records during the maintenance
process.
4. Coordinating with the other managements for supplying all kinds of materials
which may be required for the scheduled maintenance,
5. Managing the non-routine work orders arisen during the course of the base
maintenance.
6. Supplying the necessary technical documents for customers and storage of the
organisation’s technical records,
(V) Engineering Manager - Airframe (aka. Engineering Manager - AF)

and Engineering Manager - Powerplant (aka. Engineering Manager - PP)
These two positions are split of one single Engineering definition. Both Engineering
managers are responsible from the same functions. The only distinction is the ATA
chapters. The first is responsible for airframe and systems while the second is for
powerplant systems and APUs.
He is in charge of the followings:
1. To manage aircraft airframe systems engineering services as a technical service

supporting the company operations.
2. Help assessing maintenance packs for maintenance resources (tools, equipment,
manpower, material, etc.)
3. Airworthiness Directives assessment for the articles including store inventory
4. Requesting for new tools
5. Tool equivalency and alternate tools assessment
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02 16 Feb 2015
6. Task effectivity assessment when needed

7. Structural damage measurement and evaluation
8. Request/prepare repair procedure when the repair procedure is not written in
technical data
9. Keeping repair procedure approvals
10. Engineering service on modifications
11. Help reporting defects
12. Handling Maintenance Data Inaccuracies and Ambiguities
13. Help handling work order & maintenance pack after maintenance
14. Controlling the technical records
15. Providing manhour planning and control aid
16. Issuing Engineering Orders and detailing jobcards when needed
17. Providing a common work card or worksheet system to be used throughout
relevant parts of the organisation and ensure such documents comply with
145.A.45.(e),
18.
(VI) Planning Manager (aka. Maintenance Planning Manager)
Maintenance Planning Manager is in charge of the followings and reports to the Post
Holder.
1. Ensuring that all the work in Maintenance Planning Department shall be

performed on time and in compliance with the regulations and with this
exposition,
2. Ensuring that all the personnel in his department gets the necessary training,
3. Inform VP Technical in case of additional MH requirement in order to transfer the
work to a contractor/ sub-contractor in case of shortage in man-power,
4. Archiving the maintenance records,
(VII) Coordinator – Administration (aka. Technical Coordinator -

Administration)
He shall be in charge of the following:
1. To direct and coordinate the requisition and supply system via his
undermanagement in line with other units as a technical services provider in the
company
a. Supplying material, tool, equipment and technical services when asked
b. Supplying documentation when asked
c. Supplier control and subcontract control
d. Handling rejects from receiving inspection
e. Replenish stock level when minimums or critical levels are defined
2. To direct store systems to provide the company proper store services
3. To participate in legal processes of material disposition process for scrap
4. To employ staff adequate to fulfill all the duties of the organization,
5. To train and improve the capabilities of the staff, as necessary.
He is also responsible for the followings:
6. Plan, develop and implement strategy for HR management and development

(including recruitment and selection policy/practices, discipline, pay and
conditions, contracts, training and development, succession planning, morale and
motivation, culture and attitudinal development and quality management issues)
7. Interviews and hires new staff; Coordinates employee performance evaluations;
8. Monitors and participates in employee relations activities within the organization;
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02 16 Feb 2015
9. Approves facility maintenance / technical support requisitions;

10. Coordinates marketing services, organizing customer relations;
11. Plan and implement marketing strategy,
12. Monitor and report on market and competitor activities and provide relevant
reports and information;
13. Plan and manage internal communications and awareness of corporate direction,
mission, aims and activities;
14. Monitor and report on organisational development plans and achievements within
agreed formats and timescales;
15. Adhere to stated policies and procedures relating to environment, health and
safety, and quality management;
16. Monitor relevant training needs for staff individuals and organisation, in
consultation with departmental heads;
17. Ensure all training activities and materials meet with relevant organisational and
statutory policies, including health and safety, employment and equality laws;
18. Ensure that all necessary documents will be available to all related department,
to coordinate and take adequate precautions in order to make sure uninterrupted
document availability.
19. Overall housekeeping activities management over facilities.
1.4.4 Responsible Level 3 for NDT
Level 3 is responsible to:
1. Ensure that the applicable NDT requirements (e.g. 145.A.30.(e), EN4179, etc.) are met
and to act on behalf of the employer in this area;
2. Develop the procedures (e.g. MOE 3.11, written practice, NDT manual, etc.) for the
qualification and certification of NDT personnel;
3. Develop the procedures describing the specific technique(s) within each NDT method in
use by the Organisation (e.g. written practice, NDT manual, etc.)
1.4.5 Director – Quality
Director – Quality has a role in managing the quality in terms of Onur Air Airline Operations
which falls out of scope of EASA Part 145 operations of the Company.
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02 16 Feb 2015
(*1) (*2) (*3) (*4)

1.5 Management Organisation Chart
General Manager
Director – Quality
Quality Manager
VP Technical
Maintenance Manager - Base Engineering Manager - AF Coordinator - Administration
Maintenance Manager - Workshops Engineering Manager - PP Stores Manager
Maintenance Manager – Line Planning Manager Supply Manager
PPC Manager
Facilities Manager
Documentation
Training
Accounting & Administration
(*1)
Filled boxes have Form 4.
(*2)
Nominees can be seen in MOE 1.03.
(*3)
Dashed line represents the Onur Air “Airline Operations” reporting.
(*4)
Shops function under Workshops MM including NDT.
MOE

1.06 List of Certifying Staff and Support Staff EASA Part 145 1 of 1
Revision: Date:
02 16 Feb 2015
1.6 List of Certifying Staff and Support Staff
1.6.1 Scope & Mapping of the Personnel Aircraft Maintenance Licences
The company aircraft maintenance certifying staff and support staff are licensed in
accordance with DGCA SHY-66 regulation which completely has the same requirements with
the EASA Part 66. The privileges and limitations of the SHY-66 licence and EASA Part 66
licence are the same. SHY-66 licence categories are mapped to EASA Part 66 licence
categories as follows:
SHY-66 Category EASA Part 66 Category
A A
B1 B1
B2 B2
C C
The company component maintenance certifying staff and specialized services certifying staff
are not necessarily licensed.
The details and requirements of the CS and SS qualification and training process are given in
MOE 3.04.
1.6.2 The Certifying Staff List Management
CS/SS, who in fact has the responsibility for compliance with EASA Part 145 release of the
articles maintained, is listed on the document CSLIST, which is managed electronically.
The QA Manager is responsible for maintaining the list, making it current, and available for
use by all employees. CSLIST needs to be approved by the authority every time it is revised
with changes to the Certifying Staff or Support Staff.
Each employee is responsible for notifying the QA Manager when becomes aware of any
change in the personnel affecting the content of CSLIST.
For each personnel listed in this document, a staff record file is managed as detailed in MOE
3.05.
MOE

1.07 Manpower Resources EASA Part 145 1 of 1
Revision: Date:
02 16 Feb 2015
1.7 Manpower Resources
As specified in this section, the Company employs the groups and number of the personnel
required to manage, plan, carry out, supervise and inspect the maintenance of aircraft and
components, and quality monitor the organisation in accordance with the EASA Part 145
approval.
As a policy, the Company employs or contracts competent (assessed iaw MOE 3.14), and
sufficient (assessed iaw MOE 2.22) staff, of which at least half the staff that perform
maintenance in each workshop, hangar or flight line on any shift should be employed to
ensure organisational stability.
In order to manage workload change, the Company prepares a personnel employment

program according to predicted workload. For short term workload increases, either
maintenance workforce is transferred within the company, or the demand is met by means of
contracted personnel.
Relevant departments have man-hour plans managed iaw MOE 2.22.
CATEGORY # PERSONNEL
Base Maintenance 45
Shop Maintenance 15
Specialized Services 4
Line Maintenance 20
Quality (excludes part-time auditors) 7
Production Planning & Control 10
Technical Support Services 55
Engineering & Planning 25
Supply 5
Library & Documentation 3
Stores 10
Administration 10
Recordkeeping/Archieve 2
TOTAL 156
MOE

1.08 Facilities EASA Part 145 1 of 4
Revision: Date:
02 16 Feb 2015
1.8 Facilities
The Company have a facility which is located in Istanbul Atatürk Airport and line maintenance
stations as listed in MOE 5.03. The facility is composed of below described premises.
1.8.1 Base Maintenance Facilities
(a) Hangar accommodation
Hangar dimensions are (70m in length) x (70m in width) x (18 m in height). These dimensions
give a 4900 m2 area of base maintenance space. The size of the hangar is suitable for one
wide body and 3 narrow body aircraft. There is a plumbing system for compressed air, water
and electrical power available inside and are located in various places. Under floor heating
system is available in the floor to facilitate the work being carried out. The main doors of the
hangar are sliding type and made by non-conductive material not to interfere with the
navigation systems of the aircraft. Has suspension belt systems in the ceiling. Lighting, fire
suppression, 115VAC/400 Hz electricity and compressed air systems are available. Floor is
coated with epoxy in order to minimize the adverse effects of accumulated dust and other
polluting materials on maintenance of aircraft, components and personnel.
The annex building and management building is adjacent to hangar. Annex consists of
workshops, main store, restrooms and offices. Workshops, tool room, restrooms, technical
offices and stores are located on the ground level of Annex building. Total area of ground
level of annex is 3350 m2.
Stores has area of 1165 m2 (including mezzanine and separate sections). Tool room has
area of 180 m2 (including mezzanine).
Management, Quality, Production Planning, Engineering, Technical Training, Documentation

offices and like are located in the annex. The total area of 1st flat of annex is 3350 m2.
Facility layouts are shown in the section.
(b) Specialized services workshops
The NDT shop is the sole specialized service and shop is located on the ground level of the
annex.
(c) Environment
There are manholes for drainage of waste water on the floor of Hangar and waste water
discharge channels under the hangar. Facility water waste is integrated with the airport water
waste system which high technology waste treatment systems in charge over the waste
network.
The control of wastes is described in MOE 2.24.08.
(d) Office accommodations
Offices are located in annex building next to the hangar. The offices in hangar were built to
fulfill the needs of maintenance personnel.
Quality, engineering production planning, technical training, documentation and management

offices and like are located on the first floor in annex next to the hangar.
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Revision: Date:
02 16 Feb 2015
(e) Stores
Facility has main store and chemical store to accommodate related parts and materials.
Main store and chemical store area has air conditioning and ventilation systems to achieve
storage of the A/C components and chemicals.
1.8.2 Line maintenance facilities
Line maintenance service is provided in terms of EASA Part 145 approval managed in the
premises described below:
(a) IST Line Maintenance Station
Shares facility and sources in IST with Base Maintenance.
(b) AYT Line Maintenance Station
The station is based on the maintenance stations offices area of AYT Airport apron. Layout of
the premises is described in this section.
1.8.3 Component maintenance facilities
(a) Structural Repair and Composite Repair shops
Structural repair and composite repair shops exist to support A/C Maintenance with
structural repairs needed on wing and/or off wing in accordance with manufacturers’ approved
procedures. It covers all equipment and special tools needed to accomplish these repairs.
(b) Oxygen Shop
Oxygen shop exists to fill oxygen cylinders needed in aircraft configuration in accordance with
manufacturers’ approved procedures. It covers all equipment and special tools needed to
accomplish these repairs.
1.8.4 Layout of premises
Premises layouts are as follows:

MOE

Revision: Date:
02 16 Feb 2015
(a) Hangar and Annex Ground Floor

MOE

Revision: Date:
02 16 Feb 2015
(b) Annex above Ground Floor
(c) AYT Line Maintenance Office

MOE

1.09 Scope of work EASA Part 145 1 of 3
Revision: Date:
02 16 Feb 2015
1.9 Scope of work
The Company performs maintenance of aircraft and aircraft components described below.
Within the approval classes and ratings granted by EASA, the scope of work specified in the
MOE defines the exact limits of approval.
This scope of work is valid when the Company approval schedule exposes the scope of work
as an attachment to EASA Part 145 Approval Certificate and as long as the Company
remains enlisted as approved by EASA. The certificate and approval schedule is reachable
through the Company MIS. The Company may not be liable of exposing those documents
physically on the premises.
1.9.1 Aircraft Maintenance
The Company performs maintenance of aircraft and aircraft components as described below.
Rating TC Model Limitation (*1) Maintenance Base Line

Holder Level (*2)
A1 Airbus A319-110 A319/A320/A321 (CFM56) Up to and X X

A320-111 including C
A320-210 check
A321-110
A321-210
A1 Airbus A319-130 A319/A320/A321 (IAE Up to and X X
A320-230 V2500) including C
A321-130 check
A321-230
(*1) As approved with A1 class rating means that the Company may carry out
maintenance on the aircraft and any component (including engines and/or APUs), in
accordance with aircraft or component maintenance data, only whilst such
components are fitted to the aircraft.
The Company may temporarily remove a component for maintenance, in order to

improve access to that component, except when such removal generates the need for
additional maintenance. In such specific cases authority approval is required unless
the subject component is enlisted in the CAPLIST as referred in 1.09.03 AND the
CAPLIST limitation permits this work on the component.
(*2) For the list of line maintenance locations, refer to 5.03 of this MOE.
1.9.2 Engine Maintenance
Not Applicable.
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Revision: Date:
02 16 Feb 2015
1.9.3 Component Maintenance
The Company performs maintenance of aircraft components as described below.
Rating ATA Designation P/N
C4 52 Doors – Hatches Refer to CAPLIST.

C7 71, 78 Engine – APU
C8 55, 57-40/50/60/70 Flight Controls
C15 35 Oxygen
C20 53, 54, 57-10/20/30 Structural
The inspection, repair, modification, overhaul and test of the aircraft components in the above
ratings and ATA chapters are performed in accordance with manufacturer’s component
maintenance manuals and approved technical data.
Above listed C class ratings mean that the Company may carry out maintenance on
uninstalled components intended for fitment to the aircraft or engine/APU. The CAPLIST will
specify the scope of such maintenance thereby indicating the extent of approval. The
Company with the above listed C class rating may also carry out maintenance on installed
components during base and line maintenance or at an engine/APU maintenance facility.
1.9.4 Specialized Services
The Company provides non-destructive inspection services of aircraft and aircraft

components as described below.
Rating Limitation Designation
D1 Eddy Current Inspection (ET) Per Manufacturer Manuals and related ASTM
Liquid Penetrant Inspection (PT) Per Manufacturer Manuals and ASTM 1417
Ultrasonic Inspection (UT) Per Manufacturer Manuals and related ASTM
Magnetic Particle Inspection (MT) Per Manufacturer Manuals and ASTM 1444
1.9.5 Management of Class Ratings and Capability List (CAPLIST)
In order to change class ratings referred to in 1.09.01 thru 04, an EASA Form 2 describing the
change in the scope of approval is raised for EASA approval.
Any change in the class ratings is subject to a quality audit when ratings augmented. Quality
department will audit the Organisation in full for compliance with Regulation 2042/2003 and
subsequent amendments in an extensive manner before EASA performs the audit.
For an approval application, a statement signed by the QA Manager will be provided before
the EASA audit takes place, confirming that documents, procedures, facilities and personnel
subject to the application have been reviewed and audited showing compliance with all
applicable requirements.
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Revision: Date:
02 16 Feb 2015
The relevant audit report is provided by the Company to the authority allocated team leader
without request.
The CAPLIST referred in 1.09.03 is designed to expose
 Part Number,
 Description,
 Manufacturer,
 Shop,
 Rating Code,
 Capability Limitations,
 Reference of technical data (CMM or equivalent) for each individual component
maintenance capability.
CAPLIST is prepared by workshops manager, and approved by QA Manager subject to an

audit in case the capabilities augmented.
MOE

1.10 Notification Procedure to the Authority EASA Part 145 1 of 1
Regarding Changes Revision: Date:
02 16 Feb 2015
1.10 Notification Procedure to the Authority Regarding Changes

(to the Organisation’s Activities / Approval / Location / Personnel Ref. 145.A.85)
EASA approval is based on the management, organisation, resources, facilities and scope of
work described in this Part 1 of the MOE as well as the procedures described in Part 2 thru 5.
Any significant change therefore affects the conditions under which the approval was granted
and has been allowed to continue. According to § 145.A.85 this section shows how the
company will notify EASA of the changes.
The company will notify EASA of any of the following changes before such changes take
place, except that in the case of proposed changes in personnel not known to the
management beforehand.
These changes will be notified at the earliest opportunity:
1. the name of the organisation;

2. the main and addidional locations of the organisation;
3. the accountable manager;
4. any of the persons nominated under § 145.A.30(b);
5. the facilities, equipment, tools, material, procedures, work scope or certifying staff
that could affect the approval.
QA Manager is entitled for such notifications. Notification is performed prior to the intended
implementation date and supported by means of an EASA Form 4 (for changes in nominated
management personnel) and/or an EASA Form 2 (for the issue or change of the approval iaw
§ 145.A.15), accompanied by the relevant enclosures.
MOE

1.11 Exposition Amendment Procedures EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
1.11 Exposition Amendment Procedures (Including delegated procedures)
The MOE, as its structure described in table of contents, is amended as necessary, to remain
an up-to-date description of the organisation. This structure includes the subsequent
documents, such as, list of certifying staff and capability list.
QA Manager is responsible for keeping the MOE up-to-date and approved. For the purpose of
keeping up-to-date, he is responsible for reviewing the MOE on a regular basis and amending
if necessary, including the associated procedure manuals.
The company personnel and managers are responsible for notifying QA Manager on required
amendments to the MOE. QA Manager is responsible for reviewing the MOE iaw the
regulations and requirements in case a change proposed.
Changes specified in MOE 1.10, rectification of identified inadequacies and incompatibilities

regarding current regulations may require MOE amended.
MOE amendments are traced via issued revisions including a highlights section, detailing
what is changed, within the list of amendments section of the MOE. Additionally a revision
bar to the left hand side indicates that amendment.
MOE revisions are classified dichotomically as minor or major. This classification will also be
reflected in the list of amendments section for each revision.
A minor revision is an amendment which will not change the process and
compatibility of the procedure with EASA requirements, such as editorial changes,
grammatical changes, typos, reorganisation of the pages, revision of the distribution
list, changing owners of the procedures, transferring of responsibility of a specific
work from one department to another.
A major revision is an amendment falling out of the minor amendment definition.
System sample forms are copied to MOE 5.01 together with registration numbers as
specimens as defined in the company MIS (Lotus Notes Documentation System). In case a
form is needed to be accessed as most current and accurate copy, user should refer to the
company MIS.
Revisions are approved by the Accountable Manager. The MOE and associated procedures
must be approved by EASA. Calls for associated procedures within MOE parts and sections
are identified in Document Interactions Matrix (DIMATRIX). Any change in MOE and the
associated procedures shall become effective after EASA approval only.
The MOE approval proof is attached to the Approvals section where approval signatories sign
the corresponding revision approval.
MOE

2.00 MAINTENANCE PROCEDURES EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
2.1 MAINTENANCE PROCEDURES
This part covers sections on MAINTENANCE PROCEDURES.

MOE

2.01 Supplier Evaluation and Subcontract EASA Part 145 1 of 3
Control Procedure Revision: Date:
02 16 Feb 2015
2.2 Supplier Evaluation and Subcontract Control Procedure
2.2.1 General
Supply Manager is authorized to supply, contract and subcontract materials and services in
case of requisition by the operations.
2.2.2 Suppliers
Suppliers are classified as suppliers, contractors and subcontractors depending on the nature
of their role in the company supply chain as follows.
1. Supply Manager supplies all types of aircraft/aircraft component materials used in the
company for airworthiness purposes from either of the following sources:
- OEMs (Original Equipment Manufacturers),

- Part Manufacturing Approval (PMA) holders,
- Distributors which ultimately approved by the OEMs or PMA holders,
- Airlines, (customers/operators),
- Stockists, Brokers, Retailers preferably which are ASA-100 certified.
- Contractors (EASA Part-145 approved maintenance organisations),
2. Supply Manager contracts all types maintenance services on aircraft/aircraft components

used in the company for airworthiness purposes to either of the following sources:
- EASA Part-145 certificated maintenance organisations,

- FAA or TCCA certificated repair stations which also have dual release capability in
terms of EASA Part 145 approval.
3. Supply Manager subcontracts processes and services on aircraft/aircraft components

during maintenance under a clear contract between customer/operator and the company
to
- Non-certificated service providers.
2.2.3 Supplier Evaluation Process
1. Any supplier in 2.01.02 selected by Supply Manager is registered to MIS (Wings software
system “Vendor Maintenance” section) as an Approved Supplier List record (ASL).
2. All kind of quality documentation and certificates are also recorded to the same database
showing the validity data (dates, scopes and limitations).
3. All suppliers are evaluated once a year latest. Evaluations are performed in using MIS and
as result of this process an evaluated supplier either stays as approved or rejected
depending on the evaluation results.
4. Evaluation result is dependent on incoming inspection pass performance, monitoring results

(either on-site audits or distance audits, if any), material discrepancy reports raised
internally, etc.
MOE

02 16 Feb 2015
5. If a supplier becomes rejected in the MIS, it automatically rejects any order (purchase,
repair, loan, exchange, etc.) issued, since all orders are put by the buyers using the same
system.
6. Rejected and approved suppliers are visible to the personnel via MIS at any time.
7. In case a quality document or certificate of a supplier expires in one month period, MIS
automatically sends a notification to Supply Manager in order to let renewed certificate and
records timely obtained and recorded to the MIS with the new validity data.
8. Whenever a contractor data is updated in the ASL, this information is disseminated to

Quality Manager in order to revise Contracted Organizations List (CLIST).
9. CLIST is revised in the MIS (Lotus Notes Documentation Module).
2.2.4 Subcontract Control and Extension of Quality System to Subcontractors
Suppliers falling into categories defined in 2.01.02 Para 1 and Para 2 may not need quality
system extension because of the airworthiness specifications and certifications they already
have. However, subcontractors mentioned in Para 3 need extension of the quality system to
provide services on aircraft/aircraft components during maintenance. This is achieved as
follows:
1. Where the need arises to subcontract a process or a service (work), the user operations
department finds the appropriate subcontractors from the industry.
2. Upon decision on appropriate subcontractor, user checks if the subcontractor is enlisted in

Subcontractors List (SCLIST) considering the work acquired.
3. If it is not listed, user informs both Supply Manager and Quality Manager.
4. Quality Manager, together with the representative(s) from the user department, audits the
subcontractor to determine its suitability for work. The audit should include, but not limited
to, the following areas:
a. Capabilities,
b. Quality system and approvals held,
c. Organizational set-up and personnel including qualification, experience and
competencies,
d. Tools and equipment,
e. Housing and facilities,
f. Documentation system and procedures,
g. Safety considerations both in terms of SMS and EHS,
h. Quality of finished products.
5. APPROVAL: Upon satisfactory assessment of the subcontractor, the Quality Manager

makes a decision whether to add that subcontractor to the SCLIST with properly
explained scope of work approved.
MOE

02 16 Feb 2015
6. When SCLIST is revised, it is disseminated within the company using MIS (Lotus Notes
Documentation Module) in order to let Supply Manager and User become informed of the
approval.
7. Whenever SCLIST is revised as above, Supply Manager updates ASL in the MIS (Wings
software system “Vendor Maintenance” section).
8. This SCLIST is maintained by Quality Manager. It will specify the scope of work for which
the subcontractors have been approved.
9. User department must ensure that the work performed by the subcontractor meets the
following requirements:
a. All parts and materials used in process/service is procured from sources

acceptable to the company and shall have traceability records. The company may
supply the parts and materials where necessary.
b. A system of records of work accomplished is received from the subcontractors.
c. Only appropriately qualified personnel in the subcontractor is authorized to
perform the work and certified for the work accomplished (certification here does
not mean a CRS in terms of MOE 2.16, it covers appropriate signing for work
performed.
d. User must ensure that the work remains in the approved scope of work as
defined in the SCLIST.
10. For continuing assessment, the subcontractors are audited in accordance with MOE 3.01
and 3.02 procedures as appropriate.
11. Subcontractors with unsatisfactory performance will be required to provide corrective

actions in accordance with MOE 3.03.
MOE

2.02 Acceptance-Inspection of Aircraft EASA Part 145 1 of 9
Components and Materials from Outside Revision: Date:
Contractors 02 16 Feb 2015
2.2 Acceptance / Inspection of Aircraft Components and Materials from Outside

Contractors
2.2.1 Introduction
All incoming materials, including components, standard parts, raw materials, and
consumables (in short “Material”) intended for use on aircraft or components maintenance are
subject to an acceptance and a receiving inspection process.
For the purpose of the above paragraph;
- Standard part is a part manufactured in complete compliance with an established

industry, EASA or other government specification.
- Consumable material is any material which is only used once, such as lubricants,
cements, compounds, paints, chemicals dyes and sealants etc.
- Raw material is any material that requires further work to make it into a component
part of the aircraft such as metals, plastics, wood, fabric etc.
Once materials have been checked and accepted, they are located for storage in sections
(Serviceable storage area, Unserviceale storage area) by store personnel. None of incoming
material will be stored before inspection by the Receiving Inspectors authorized by QA
Manager.
This procedure covers details, roles and responsibilities in acceptance/inspection of aircraft

components and materials.
2.2.2 Acceptance of Aircraft Components and Materials
Materials intended for use on aircraft or components maintenance are accepted when the
source is compliant to MOE 2.01 and inspected iaw 2.02.03.
Material after acceptance is tagged and stored iaw MOE 2.02.04.
Acceptance process generates records in company MIS (Wings system). Material certificates
are digitized and kept as electronic copies in the company system.
2.2.3 Inspection of Aircraft Components and Materials
The purpose of the inspection is to ensure that materials being accepted have
- required documents,
- been verified to purchase order, and,
- physical good condition.
This process is called as Incoming Inspection. An Incoming Inspection is performed by

Incoming Inspectors, qualified iaw MOE 3.07.
If the material conforms to all of the inspection criteria, it is accepted to the store and
acceptance is recorded in MIS (Inventory Management Module in WINGS system) together
with the Table 1 documents. Also records like copies of any kind of reports, invoices etc. are
kept in Supply Department.
For bulky items like engine, APU or landing gears, a special incoming inspection is performed
on the received items by a B1 technician qualified iaw MOE 3.04. Such case generates
additional records using the Form OT-205, “Special Incoming Inspection for Engine / APU /
Landing Gears”. These are received in specified area, inspected for conformity and protected
as required.
MOE

If materials are not in compliance with the requirements for inspection, actions are recorded
and reported to the customer.
All relevant documents accompanying the materials are forwarded to Supply Manager for
filing.
(a) Documents check
- Materials intended for use on aircraft or components maintenance are accepted when
they have respective documents described in Table 1.
- Component life data must be stated in the remarks column of the respective
document described in Table 1 when it is a life limited part (LLP).
- PMA Parts can only be accepted if customer/operator permits so.
- Component returning from a repair shop must have shop report enclosed.
- Serial numbers (when applicable) must match with the respective documents
described in Table 1 and the other associated documents delivered.
TABLE 1. ACCEPTANCE REQUIREMENTS
Material Class Condition Document Source Limitation
Components New EASA Form 1 EASA Part 21 None

JAA Form 1 NAA Part 21 issued prior to 28 Sep 2005
JAA Form 1 JAR 21 issued prior to 28 Sep 2004
FAA Form 8130-3 FAR 21 None
FAA Form 8130-4 FAR 21 engines only, and issued prior
to 14 Apr 2010
TCCA Form One TC CAR 561 None
TCCA Form 24-0078 TC CAR 561 issued prior to 30 Dec 2008
Other than EASA Form 1 EASA Part 145 None
new Single Release
EASA Form 1 EASA Part 145 None
Dual Release
JAA Form 1 JAR 145 issued prior to 28 Nov 2004
Single Release
JAA Form 1 JAR 145 issued prior to 28 Nov 2004
Dual Release
FAA Form 8130-3 FAR 145 None
Dual Release
TCCA Form One TC CAR 571 None
Dual Release
TCCA Form 24-0078 TC CAR 571 issued prior to 30 Dec 2008
Dual Release
Standard parts, raw materials, and New Certificate of None
consumables Conformity Issued by Manufacturer
the manufacturer
Certificate of Third party (i.e. None
Conformity Issued by distributor,
the manufacturer operator,
and maintenance
Statement from the organisation,
supplier source etc.)
(b) Purchase order (PO) verification
The inspection will ensure that all materials confirm to PO in;
- Designation,
- Part number, serial/lot or batch number if applicable,
MOE

o Part number and other identification data including serial number (when
applicable) written both in the component, package and documentation, must
be consistent with corresponding order records.
- Quantity,
o Quantity must meet the PO. If the quantity received does not meet the order
quantity, information and approval of Supply Manager is needed.
- Work status: new,inspected, modified, repaired, overhauled,
- Delivery documents: Inspection report, Test report, etc.
- Modification Standard and AD compliance (in case needed, Engineering is
consulted),
- Airworthiness documents: EASA Form 1 or equivalent (ARC – Authorized Release
Certificate).
- Materials being received are checked for the corresponding PO record on the
company MIS (Inventory Management Module in WINGS system). PO record must
be in “AWAITING” status.
(c) Checks for physical condition
- Material must be in a good physical condition without any damage which may affect
its proper usage and functioning. This must be checked before and after unpacking.
- Caps and plugs must be in. If not, a proper caps/plugs are installed.
- Physical condition check may require ESD measures. Refer to 2.24.10 “ESD
Program”.
(d) Checks for raw materials, consumables and standard parts
On the package and/or within the documents accompanying to the material package;
- Material specifications must be identified

- Manufacture date and place must be written
- Manufacturer or supplier Lot/Batch number is required for traceability.
o Batch number must be on the original tag and incoming document or on the
package.
- Part's storage conditions must be written
- Material manufacturer and the supplier must be stated
- It must be verified with Supply Manager that manufacturer of this part has approval
certificate/record that it can be installed on aircraft.
- If the material is a chemical, It must have MSDS (Material Safety Data Sheet). If not,
supply manager is informed of the absence and obtained
Certificate of Conformity must be used for standard parts, raw materials and chemicals. The
information written on this document must prove that the part is airworthy.
It must be verified with Supply Manager that manufacturer of standard parts has reference to
a parts catalogue which is approved by national authority or has reference to a national or
international parts catalogue.
(e) Checks for frozen material that requires storage under -18°C
In the case of materials used for composite repairs (e.g., Prepreg, resins, etc.), it is very
important to pay special attention to materials which should be stored below -18°C, when
receiving composite shop materials to the store. In this case, the following procedure applies
for Incoming Inspector:
- The temperature recorder, which arrives with material and dry ice, is stopped and the
material is put in freezer as soon as the material is received.
MOE

o The temperature recorder can be stopped usually by pressing the “stop”

button continuously. If the inspector is not sure how to stop the datalogger,
he checks the internet for user manual for differing models.
- The inspector fills necessary data in Form OT-287 “Frozen Material Follow-up Sheet”
using the following inputs:
o Report
o Temperature datalogger
- Form OT-287 “Frozen Material Follow-up Sheet” should look like:
FROZEN MATERIALS FOLLOW-UP SHEET

PN: VICOTEX 913/46 / G814NT Description: EPOXY RESIN CARBON PREPREG
Batch No/Lot No: 31010C07 Quantity: 1 SM
Storage Shelf Life : 10 OCT 2014 Note:
Shop Life at RT : 30 DAYS
DATE/TIME DATE/TIME RT Exposure Accumulative

Operator Signature
(hrs) Time
OUT IN
-- -- 92 92 INTERTURBINE (report)
-- -- 33 125 INTERTURBINE (shipping)
18.05.2014 08:00 18.05.2014 20:00 12 137 ONUR STORE
Form No: OT-287-Rev00-d
- To prevent undesirable fiber breakage and resin transfer on roll materials, rolls are
stored by hanging appropriately. Don’t let rolls touch the ground.
- In order to prevent moisten on materials, all materials are stored in a moisture-proof
bags.
- The materials should be stored below -18°C have shelf life and shop life. Shelf life of
the material is the life limit in case of stored below the - 18°C. Shop life of the material
is the life limit in case of stored at room temperature.
- The shelf life and shop life data are given to the staff who requests the material.
- The supplier laboratory test results of materials used in composite repairs are taken
from the supplier for each batch number.
- Keep the Form OT-287 “Frozen Material Follow-up Sheet” with material.
MOE

(f) PMA parts
PMA Parts can only be accepted if customer/operator permits so.
In accordance with EASA Decision ED 2007/003/C, PMA parts received from the USA
sources are acceptable in terms of EASA regulations only under the following conditions:
- The PMA part is not a 'critical component'. A 'critical component' is a part identified as
critical by the design approval holder during the validation process, or otherwise by
the exporting authority. Typically, such components include parts for which a
replacement time, inspection interval, or related procedure is specified in the
Airworthiness Limitations section or certification maintenance requirements of the
manufacturer's maintenance manual or Instructions for Continued Airworthiness. In
this case, the statement 'This PMA part is not a critical component' should be written
in Remarks column of the FAA Form 8130-3.
- The PMA part conforms to design data obtained under a licensing agreement from
the holder of the FAA design approval according to 14 CFR 21.303(c)(4) of the
Federal Aviation Regulations. In this case, the statement 'Produced under licensing
agreement from the FAA design approval holder' should be written in Remarks
column of FAA Form 8130-3.
- The PMA holder can show that the part has received an explicit approval by means of
a design change or STC from EASA or, when this approval was granted prior to 28
September 2003, from any of the National Aviation Authorities of the Member States
of the European Union. In this case, the reference to this authorization should be seen
in Remarks column of the FAA Form 8130-3.
(g) Suspected unapproved parts (SUPs) / bogus parts identification and

processing
A suspected unapproved part (SUP) is a part that has doubts in having the below properties:
- Approved Design iaw Part 21

- Properly Produced iaw Part 21
- Properly Maintained iaw Part 145
- Properly Documented iaw Part 145.
Installation of SUP into aircraft/engine/component may possibly create an unsafe condition for
the airworthiness and flying public and must be strictly avoided. It is policy to use only
approved parts and to exercise best effort to protect the use of SUP during maintenance
activities at all levels.
For clarification purposes, examples for SUPs are as follows:
- Counterfeit, altered or fraudulently marked parts, components or materials.

- Parts shipped directly by a manufacturer or distributor, who does not hold or operate
under the authority of a production approval holder (PAH) of the part or who does not
have direct shipment authority from Type Certificate Holder,
- Scrap parts which have been re-manufactured to look new,
- Life limited parts which have expired their life limit and reworked to look new,
- Stolen parts with forged certification,
- Parts manufactured for military customers which do not conform to civilian
airworthiness requirements,
- Parts which have been maintained by a facility which does not hold a valid approval,
- Standard parts which have been obtained from a non-aviation source and do not
meet regulatory requirements,
MOE

- Parts which do not have acceptable certification documentation (EASA Form 1 or

equivalent)
- Parts which have been removed from an aircraft/engine involved in a serious accident
and have not been inspected, tested and/or repaired after the accident in accordance
with the manufacturer's approved manual,
- PMA or DER approved parts for components, engines and/or aircraft manufactured
by countries other than U.S.A.
- Production over-runs: Some manufacturers may produce parts for an aircraft
manufacturer and may make more parts than ordered to compensate for rejects.
Such excess parts may be sold in the market. Such parts are considered as
unapproved since they have not been subject to the aircraft manufacturer’s quality
system.
It is the responsibility of Supply Manager to order the product related parts/components from
approved sources, vendors and distributers and systematically request the correct release
documentation. This is also the best way to protect the organisation from the entry of SUPs
into the system.
Purchasing ensures the procurement of 'approved parts' from suppliers who have a
documentation system, which ensures the traceability of parts to an EASA and/or FAA
approved/accepted source.
The Receiving Inspector checks the following areas as a minimum:
- Confirm the packaging of the part identifies the supplier or distributor, and is free from
alteration or damage.
- Verify that the actual part and delivery receipt reflect the same information as the
purchase order regarding part number, serial number, and historical information (if
applicable).
- Verify that the identification on the part has not been tampered with (e.g. serial
number stamped over, label or part/serial numbers improper or missing, vibro-etch or
serial numbers located at other than the normal location).
- Ensure that shelf life and/or life limit has not expired, if applicable.
- Conduct a visual inspection of the part and supporting documents to the extent
necessary to determine if the part is traceable to an approved source.
- Evaluate any visible irregularities (e.g. altered or unusual surface, absence of
required plating, evidence of prior usage, scratches, new paint over old, attempted
exterior repair, pitting or corrosion).
- Conduct random sampling of standard hardware packaged in large quantities in a
manner which corresponds to the type and quantity of the parts.
If, after all investigations, the receiving inspector makes sure that the part is a SUP, this
situation shall be informed to Quality Manager and Supply Manager and the part is
quarantined.
For the mechanics who install parts and/or components check for the features of the
parts/components they install. Obviously, the installers, i.e., the mechanics, are the last
protection point to prevent a SUP installation. If noticed discrepancies in the physical features
such as the shape, colour, texture, etc., installers inform immediately their
supervisor/manager, who shall notify QA Manager.
Quality Auditors may also discover Suspected Unapproved Parts during audits in
Maintenance Organisation.
MOE

In this case, this situation is informed to the EASA and the Company. A Quality Alert Bulletin
issued for the situation in order to inform organization of the situation.
In any case a SUP research is performed using EASA Safety Information link
http://ad.easa.europa.eu/sib-docs/page-1
In case of any suspect, the part/component is transferred in quarantine area for decision.
(h) Components received from customers for repair in the company shops
Customer order is checked for the correct definition of the component. Further inspections are
performed as Preliminiary Inspection by the shop personnel.
(i) Modification standard or AD compliance
For the components modification standard or AD compliance is doubted, the incoming

inspector makes an inquiry to Engineering Manager.
When an AD issued to a component, the Engineering checks the store inventory using the
company MIS (Inventory Management Module in WINGS system). I any applicable
component is detected, Engineering makes a request from the Supply who sends the
component to a capable shop. The component, after shop visit, is accepted iaw the same
acceptance and inspection procedure applies.
2.2.4 Tagging and Storage Procedure After Acceptance / Inspection
(a) Tagging and identification of materials
Tagging and identification of materials intended for use on aircraft or components

maintenance after inspection and acceptance, is performed iaw Table 2.
TABLE 2. TAGGING AND IDENTIFICATION OF MATERIALS
Material Serviceable Unserviceable

Class \ Tag
Designation
Form OT-038 Serviceable / Form OT-038 Serviceable /
Unserviceable Component Tag Unserviceable Component Tag
Components
Left hand side Right hand side Pink color
Green color
Standards Form OT-035 Serviceable Parts Tag NA
parts
Raw Form OT-035 Serviceable Parts Tag NA
materials
Form OT-035 Serviceable Parts Tag NA
(room temperature storage)

Consumables (storage temperature between 0 and +4)

(storage temperature between -18 and 0)
MOE

Tags are generated from the company MIS (Inventory Management Module in WINGS
system).
In case attaching a tag is not handy, not functional or impractical (e.g. in chemical cans, spray
bottles, oils, grease cans, and consumables, raw materials and standard parts of similar
nature), the sticker tags are used. After taging and identification of the material, it is recorded
in the company MIS (Inventory Management Module in WINGS system) and stored iaw MOE
2.03. The materials in any case are stored in segregated area in the store.
Recording in the company MIS (Inventory Management Module in WINGS system) and
tagging and identification of the material contains any life limit or storage limit information
when applicable.
(b) Quarantine procedure
If any discrepancy is detected during the inspection iaw MOE 2.02.03, the material is taken to
the Quarantine iaw MOE 2.02.04.
- non-conformance in required documents,

- mismatch/disagreement/ambiguity/uncertainty with the PO data,
- damage/harm/loss/defect etc. in physical condition.
In such case,
- the quarantined material is reported to Supply Manager,

- photographs are taken in a way that the discrepancy documented evident,
- Quarantine Tag (OT-246) is attached to the item
- the item quarantine is indicated in MIS (Inventory Management Module in WINGS
system).
- The item is transferred to the Quarantine Store and called as Quarantined Item.
- A Quarantined Item is subject to elimination of discrepancy(ies) and after elimination
the item is re-processed iaw MOE 2.02.
Under no circumstances will the material in quarantine be used in the maintenance.
2.2.5 Acceptance / Inspection of Components from Internal Sources
Such material is accepted to store with the companyy MIS (Wings System) and records are
updated by the receiving inspector.
(a) Return of defective aircraft components from maintenance to store
For return procedure of defective aircraft components from maintenance to store, refer to
MOE 2.19.
(b) Return of aircraft components from internal component shops after shop
maintenance release
Each component maintained is required to be release to service with EASA Form 1. For the
process of acceptance and inspection of such items to store the same procedure applies with
the ones received from external sources.
(c) Components removed serviceable from aircraft

MOE

As the company procedure, the components removed serviceable from the aircraft, an EASA
Form 1 is issued iaw MOE 2.16. For the process of acceptance and inspection of such items
to store the same procedure applies with the ones received from external sources.
(d) Return unused
For the material returned due to any other reason that it is not used in the maintenance
process at all (because of excessive drawal more than required by mistake, cancellation of
the task before performing, planning change in the workscope, kit, material, etc.), Returned to
the store as like “Return Serviceable” just if it’s not used it will be stated in return form by
technician, so that the part status remains not changed. “Material Return Form” (OT-107) will
be filled for store use. This means returning material is in the same serviceable condition as it
is delivered from the store. Such material is accepted to store with the company MIS
(Inventory Management Module in WINGS system) and records updated by the receiving
inspector.
2.2.6 Acceptance / Inspection of Internally Fabricated Parts
For acceptance and inspection of internally fabricated parts, refer to MOE 2.09.01.
MOE

2.03 Storage, Tagging and Release of Aircraft EASA Part 145 1 of 3
Components and Materials to Aircraft Revision: Date:
Maintenance 02 16 Feb 2015
2.3 Storage, Tagging and Release of Aircraft Components and Material to Aircraft
Maintenance
2.3.1 Introduction
This procedure describes the handling of all incoming parts intended for use on aircraft. All
parts and materials stored must be preserved in accordance with the manufacturer’s
recommendations or standard procedures.
The Company has secure storage facilities for components, equipment, tools and materials
that ensure segregation of serviceable components, materials from unserviceable
components, materials, equipment and tools.
Access to the storage facilities which is provided for aircraft component and/or parts,
equipment, tools and material are restricted to authorized personnel.
2.3.2 Responsibility
It is the responsibility of the Stores Personnel to receive parts into Stores. Store personnel are
responsible for segregation, identification of parts to assure those parts do not become
contaminated with foreign matter and that only serviceable parts are supplied to aircraft and
maintenance staff.
Store personnel are also responsible for proper issuance and rotation of stock to prevent the
expiration of shelf life.
2.3.3 Procedure
2.3.3.1 Storage Conditions
All flammable materials must be stored in a separate room adequately equipped with fire
extinguishing system. Bulk supplies of flammable fluids must be stored as specified by the
national regulations. The quantitiy of flammable material stored in the shops and hangar must
be kept to a minimum and must be stored in closed metal cabinets marked and identified as
required.
Material requiring special storage conditions shall be stored in a manner which meets
manufacturer’s requirements.
All electrostatic sensitive devices shall be handled iaw MOE 2.24.10 “ESD Program” and
manufacturer’s instructions.
Unserviceable parts must be kept separate from serviceable parts.
All parts must be protected from water, fire, dirt, theft etc.
Refer to TPM-DPO 2.3A “Storage and Release of A/C Materials” procedure for detailed
storage methods applied in stores.
Refer also to TT-BKM 2.3 “The Storage Methods of the Parts Removed from the A/C in
Hangar” procedure for storage methods of the parts which are removed from the aircraft in
hangar during base maintenance.
2.3.3.2 Handling, Tagging and Identification of Parts
All stored components and parts are correctly identified with serviceable / unserviceable tag.
Uncertain, suspected parts and components are stored in quarantine room until their
condition is determined.
MOE

The tags are attached to the parts / components after inspection.
All rejected and suspected parts are placed in quarantine area.
All removed parts waiting for maintenance are identified with unserviceable tag and placed in
unserviceable store to provide segregation from serviceable ones and to be protected as
necessary.
Similar consumables that come in at different dates are tagged and stored separately and
have separate tags showing receiving dates on it.
Handling and shipment of dangerous goods is accomplished in accordance with applicable

ICAO and IATA Dangerous Goods Regulations.
Some chemicals are hazardous for the health of the user. For that reason, they should be
handled in accordance with the instructions provided by the manufacturer’s Material Safety
Data Sheets.
When an equipment is withrawn from the stockroom the stock is properly updated.
No part/component can be put into stores and/or seperately delivered to a customer without a
valid certificate.
Refer to TPM-DPO 2.3A “Storage and Release of A/C Materials” procedure for more details.
Refer also to MOE 2.02.04 “Tagging and Storage Procedure After Acceptance / Inspection”.
2.3.3.3 Stock Release of Parts/Components and Materials
Any component, part or material released from store for use in aircraft shall be in serviceable
condition. Information on Remarks column of ARC is made available on
Serviceable/Unserviceable Component Tag in order to let the certifying staff know vital
airworthiness related information which may need appropriate and necessary actions.
When parts, components or materials are delivered from the store for maintenance purposes,
Release From Stock Report is issued and stock is updated accordingly.
When a serviceable part is installed on aircraft, the technician replacing the component, on
completion of the installation, fills in:
 The serviceable section for the component installed (aircraft registration, position,
date)
 The unserviceable section with all pertinent data from the removed component.
The removal/installation data is recorded on the MIS.
Refer to TPM-DPO 2.3A “Storage and Release of A/C Materials” procedure for detailed
methods on Issuance and Returning of Aircraft Materials.
MOE

Under no circumstance, an equivalency, interchangeability, interreplaceability or

intermixability information coming from Wings system database is acceptable unless it is
verified by approved maintenance data for any material intended to be released for the
maintenance.
2.3.3.4 Control of Shelf Life Limit
Shelf life limited material defined according to manufacturer recommendation, and shelf life
limits are written on serviceable tag after incoming inspection by the authorised personnel.
Shelf life control, proper issuance and rotation of stored parts are also responsibility of the
store personnel. In order to prevent shelf life expiration, the material that has a shelf life shall
have a special label that shows the expiry date on it. Store personnel checks the shelf lives
every month during inventory check.
Supply Manager requests at all times the MSDS for the hazardous material from the supplier.
The MSDS is kept in a close and continuous reach of the personnel.
For materials with shelf life, during receiving inspection, a Shelf-Life Sticker indicating the
expiration date of material is attached to each container.
Store Personnel generates a monthly list of shelf lifed materials within 30 days to expiry for
review.
2.3.3.5 Unsalvageable / Scrap Components and Parts
The following types of components are classified as unsalvageable or scrap;
 Components/parts with non-repairable defects, unless a repair solution has been

approved according to EASA Part 21.
 Components/parts that do not meet the design specifications, and cannot be brought
into conformity with such specifications,
 Components/parts subjected to unacceptable modification or rework that is
irreversible,
 Certified life-limited parts that have been reached or exceeded their certified life-
limits, unless these limits have been extended by an approved procedure,
 Components/parts with missing or incomplete records,
 Components/parts that cannot be returned to airworthy condition due to exposure to
extreme forces, heat or adverse environment,
 Components/parts for which conformity with the acceptable Airworthiness Directive
cannot be accomplished.
 Components/parts for which maintenance records and/or traceability to the
manufacturer cannot be retrieved.
Unsalvageable component is not allowed to re-enter the aviation supply system unless a
solution has been approved in accordance with Part-21. Unsalvageable parts are returned to
the customer. For this purpose, scrap parts are processed iaw MOE 2.24.09, Scrapping of
Parts Procedure.
MOE

2.04 Acceptance of Tools and Equipment EASA Part 145 1 of 2
Revision: Date:
02 16 Feb 2015
2.4 Acceptance of Tools and Equipment
This procedure describes the acceptance of new, maintained, modified, and calibrated
tools/equipment received including loaned tools. This procedure also describes the appraisal
of suppliers taking role in these processes.
2.4.1 Tools and Equipment Availability Policy
All tools and equipment required by the applicable maintenance data are permanently
available in sufficient quantities except for the following:
.a Tools and equipment infrequently used may be loaned.

.b Tools and equipment necessary for contracted/subcontracted work.
2.4.2 Acceptance
The company purchases, loans and accepts tools and equipment which are incuding the loan
returns to ensure that they comply with the required specifications as follows:
Condition Acceptance Document
Original Certificate of Conformity

Alternate Certifying documents as referred in
Procedure TPM-MUH 2.6 “Tool Equivalency Assessment”
2.4.3 Incoming Inspection
During Incoming Inspection for tools and equipment, the followings are applied by the tool
shop:
 Visually inspected,
 Calibration requirements checked,
 Having acceptance documents defined in MOE 2.04.02,
 Checked for compliance with purchase order,
 User/Instruction Manuals are referenced in Wings System,
 Maintenance Inspection Program of item is entered in the Wings System,
 OT-180 Serviceable Tool Tag is issued with a unique tag number,
 Transfers to tool/equipment dedicated shelf/storage area,
 Fills in a Form OT-006 Tool Acceptance and Registration Form to construct a record
of this acceptance process.
A tool/equipment then, is identified with its [Tool Number] + [Tag Number] written on OT-180
tag. If calibration is required for a tool/equipment, ID number has a “TC” prefix. If calibration
is not required, ID has a “TO” prefix.
A tool/equipment when scrapped, lost or sold is subtracted from inventory. In these cases ID
number of such tool is not assigned to another one.
An alternate tool/equipment is processed in accordance with Procedure TPM-MUH 2.6 “Tool

Equivalency Assessment” before use.
MOE

2.04 Acceptance of Tools and Equipment EASA Part 145 2 of 2
Revision: Date:
02 16 Feb 2015
The tool/equipment failing in above process is quarantined. A quarantined tool/equipment is

kept in a segregated area and cannot be delivered to user. Wings System is designed to
block the delivery of such tool to production.
When calibration required tool/equipment is received, the following documents are also
required:
 Calibration Certificate
 Calibration Label of calibration agency
An OT-137 label, that indicates the next calibration date, is attached on the tool by Incoming
Inspector beside the Calibration Date Label attached by the Calibration Laboratory. Refer to
procedure MOE 2.05 Calibration of Tools and Equipment for details of the calibration process
and documentation.
MOE

2.05 Calibration of Tools and Equipment EASA Part 145 1 of 3
Revision: Date:
02 16 Feb 2015
2.5 Calibration of Tools and Equipment
This section describes the procedures related to the controls, revisions, modifications,
checking and calibrations of the tools/equipment, so called Time Controlled Tools and
Equipment (TCTE).
TCTEs fall into two classes:
1. Class 1 items.
Those with relatively more effect on airworthiness such as measurement tools

(torquemeters, manometers, multimeters, etc.), or equipment (air data tester, etc.).
These are subject to a calibration program. Such items are sub-assemblies of tools
and equipment which do not require calibration.
2. Class 2 items.
Those with relatively less effect on airworthiness and relatively more effect on health
and safety such as self-powered industrial vehicles (SPIV) (cherry pickers, elevating
scissors, forklifts, ride-on scrubber/dryers, etc.), wheeled equipment (washing cart,
compressor cart, etc.), axle jacks, access platforms, slings and others. These are
subject to a maintenance-inspection program.
Refer to MOE 2L.02 for management of Ground Support Equipment (GSE) in line
maintenance.
Responsibility of keeping inventory of all GSEs belongs to Facility Maintenance Manager.
It is the company policy to ensure that ‘Expired’ TCTEs are withdrawn from service prior to
due date and re-lifed prior to further use.
This section covers Class 1 items. Maintenance instructions of Class 2 items in base and
workshop maintenance are prepared iaw TT-BKM 2.6A, Equipment Instructions.
2.5.1 Inspection, Servicing and Calibration Program & Responsibility
Inspection, Servicing and Calibration Program is managed by Tool Store. Responsible person
for the tool store is Tool Store Chief who reports to Base Maintenance Manager.
Calibration is outsourced to accredited shops and calibration records are kept in the tool
store.
These items may also need maintenance-inspection as well as calibration. Form OT-259
“Maintenance Follow Up” is used to trace and register such processes.
The tool store staff is responsible for:
• Periodic testing, acceptance and incoming inspections following calibration.

• Maintaining a database of tools and equipment.
• Ensure that calibration intervals are kept.
• Condition check prior and after use.
Tools must be calibrated in the following cases:
• When calibration is due.

• When evidence of damage identified.
• Where there is doubt as to their accuracy.
MOE

Revision: Date:
02 16 Feb 2015
2.5.2 Register and Follow-Up
These items are registered in the company MIS (Wings System-Tools Module).
A Tool Calibration Expiry Report is produced and issued on a periodic (monthly) basis in the
tool store. This report lists all items due for calibration within a specified period. It may also
include overdue items.
Register is regularly printed from the company MIS (Wings System-Tools Module) and this
printout is kept in the tool store in order to ensure business continuity until the system
becomes available in case of prolonged or unscheduled failure of MIS (Wings System-Tools
Module).
Form OT-008 “Calibration Control Card” is used to control calibration history of such items.
These forms are maintained in the tool store for such items. These forms, can be printed out
from the company MIS (Wings System-Tools Module).
Every last week of the month, tool store staff determines the tools expiring in next month and
reports this to Base Maintenance Manager who is responsible to follow up the calibration of
subject tools.
2.5.3 Establishment of Calibration / Maintenance-Inspection Periods
Calibrations shall be made to an officially recognized standard at a frequency to ensure

serviceability and accuracy. Calibration intervals are determined by the tool store chief based
on accuracy, purpose and degree of usage (providing that not exceeding 12 months).
This interval is normally recommended by the manufacturer and is usually 1 year. When there
is no data by the manufacturer, the interval may be determined by officially recognized
standards and Quality Manager’s judgment.
2.5.4 Acceptance and Incoming Inspection Requirements
This is performed by an authorized incoming inspector in the tool store with training on
measurement and calibraion.
Tool or equipment sent out for calibration must be returned with a calibration certificate and in
addition to the provisions mentioned in MOE 2.04, items received with calibrations shall be
traceable by its certificate. A calibration certificate is the sole evidence that tool or equipment
meets metrologic characteristics required for its use in the maintenance operations.
Certificate should be interpreted for these attributes.
1. A calibration certificate must contain instrument identifiers (description, instrument

device and type, serial number, calibration date etc.) in order to match with the
correct tool equipment calibrated.
2. A calibration certificate must contain as an identifier that the calibrating organization
is accredited.
A copy of certificate is kept in the tool store.
Accredited means, a service provider is accredited either by
o Turkish Accreditation Agency (TURKAK) which is full member of European
Cooperation for Accreditation (EA), or,
o an agency which is full member of EA.
3. A calibration certificate must contain what standard the item is calibrated.
A list of applicable calibration standards should list what calibration certificate is
justified.
MOE

Revision: Date:
02 16 Feb 2015
4. A calibration certificate must contain measurement values in order to assess

acceptable uncertainities.
2.5.5 Identification & Due Dates for TCTEs & Servicing / Calibration
Each calibrated item has a prefix and a unique identifier as “TC” and a number in the format
of “99999”.
Example: TC00280, TORQUE WRENCH.
Identification is ensured via Form OT-180 “Serviceable Tools Tag”.
Calibration due is traced via the company MIS (Wings System-Tools Module).
An identifier is attached to the item as Form OT-137 “Next Calibration Label”. The expiry date
recorded in the system is expressed in (dd/mm/yyyy), normally a year later the date of
calibration as recorded in the calibration reports and the company MIS (Wings System-Tools
Module), while the date on the labels indicate (mm/yyyy). Users must be cautious on what
due label indicates. When being in the indicated month (mm) and when become in doubt,
user technician must refer to the tool store records.
2.5.6 Management of Personal or Loaned TCTE
No personal item is allowed for use in the company.
No item is loaned or used if controls, revisions, modifications, checks and calibrations due.
Items becoming overdue are immediately returned to the originator.
MOE

2.06 Use of Tooling and Equipment by Staff EASA Part 145 1 of 3
Revision: Date:
02 16 Feb 2015
2.6 Use of Tooling and Equipment by Staff
This procedure describes the management of tools and return after use.
2.6.1 Distribution of Tools
The tools and equipment are issued from the tool store to a specific work order with the
registration number of the user through Wings System where the records are retained. Tool
store also records the date and A/C tool will be used on.
2.6.2 Determining Tool Serviceability Prior to Issue
Once the tool or equipment is issued from the tool store, the user performs an initial
inspection as follows before he uses it;
 inspects the Serviceable Tool Tag OT-180

 inspects the identification label so that it is registered in the company tool store
 inspects the fiche OT-278 Release From Tool Store if it has a recorded defect that
would limit the tool’s capabilities and acts accordingly if any
 if the identification label has an identification number prefixed with “TC”, then;
o the user checks if it has OT-137 Next Calibration Label and proves the
validity of calibration
 performs a physical inspection of the tool or equipment
 if any discrepancy is detected OT-279 Nonconformity Declaration Form is filled and
the tool is returned without use.
2.6.3 Training and Control of Personnel in the Use of Tools and Equipment
Personnel are trained in case a specific tools/equipment must be used. This training may be
received from external sources in a specific equipment case (like borescope), as well as
internally training the technical personnel in simpler tools. Maintenance Manager is
responsible for providing the trainings to the personnel when considered necessary in
justification with technical data.
2.6.4 Personal Tool Control and Technician Tool Boxes
(a) Personal Tools Usage
Usage of personal owned tools and equipment is not allowed.
(b) Technician Tool Box Control
Aircraft Technician tool box containing small tools of regular use, are issued to each
technician as detailed below.
 Tool Store is responsible for kitting, issue and control of tool boxes.
 When tool box content is augmented with additional ad-hoc items, it is delivered to
the tool box by the tool store by listing in the Form OT-256 “Technician Tool Box
Additional Content List”.
 Each tool box is marked with a unique tool box number for control and accountability.
 Tool box number is marked on all tools as well.
 Each tool box has a contents list duly signed by the Technician using Form OT-150
“Technician Tool Box Counter Ticket Form”. Master copy of the list is retained in Tool
Store.
 A list containing details of each tool box content is maintained in Tool Store.
MOE

Revision: Date:
02 16 Feb 2015
 Technicians are issued with a tool box on joining the company. There may be a
toolbox replacement for several reasons and the process is the same with issuing a
new tool box in such cases.
 No tool box is handed over to another technician than the owner.
 The individual Technicians are responsible for correct use, accounting, maintaining
tool box ID mark and upkeep of tools held in tool box.
 Each staff holding tool box must check his own tool box discipline once a month.
 Quality auditors are to check of tool box contents on a regular basis in every audit
opportunity.
(c) Tool Lost Procedure
In case of loss (a lost tool is considered lost within aircraft/aircraft component and constitutes
safety issue):
 The Technician fills Form OT-294 “Missing Tool Form” and informs Supervisor or
Boardman.
 Supervisor or Boardman is to carry out immediate investigation and inspection on
related working areas prior to aircraft release.
 If needed, Supervisor or Boardman forms a team of personnel to eventually find the
lost tool.
2.6.5 Loan Tool Control
Due to below listed circumstances, the tools that are not in the inventory can be loaned.
 Tools of whose supply takes long time period in case of purchasing,

 Tools which should be used rarely,
 Non-Availability of the staff that has necessary training and authority in the company
to use the special tool.
The staff to use this special tool, in this last situation, will be supplied along with the tool as
well.
Loaned tools are assigned a tool number with prefix “TL” written in OT-180 Serviceable Tool
Tag.
2.6.6 Defective Tool Control
If a defect is detected during use of tools by staff, it is reported to the Tool Store by filling
Nonconformity Declaration Form OT-279 while the tool is returned to Tool Store for review
and processing by tool store staff. This information is entered on the Wings System
immediately when the tool is received back from the user. Whenever this tool is intended to
be released to another user, an OT-278 “Release From Tool Store” fiche exposes the defect
to this user as recorded in Wings.
If a calibration controlled tool is confirmed as defective or found out of limits per calibration
report, following procedure is applied;
- Tool store staff withdraws subject tool from service, prepares an unserviceable label
and puts to quarantine area and tags the tool with Form OT-246 Quarantine Tag.
Then staff prepares a list that indicates the dates, registration of the a/c and work
order number that this tool used on since last calibration date in order identifies usage
records.
- Usage records are investigated by a task force contributed also by PPC and Planning
for assessment of affected tasks.
MOE

Revision: Date:
02 16 Feb 2015
- PPC department arranges re-accomplishment of the tasks immediately.
2.6.7 Use of alternate tools
Use of alternate tools may become inevitable when aircraft manufacturer/OEM recommended
tool or equipment is unavailable and the Company remains unable to supply in required
timeframe. The use of alternate tools has been established by major aircraft manufacturers
(Airbus, Boeing, etc), and the original equipment manufacturers (OEMs).
Major aircraft manufacturers (Airbus, Boeing, etc.) allow the use of alternate tools and
equipment throughout AMM procedures (Airbus AMMs Front Matter/Introduction, Boeing
introduction to AMM Part II (Practices and Procedures) and the Tools/Equipment sections).
OEMs such as airplane component suppliers allow the use of alternate tools and equipment
in the Testing and Fault Isolation and Special Tools, Fixtures, and Equipment sections of their
CMM.
An alternate tool is subject to an equivalency assessment process before its use. Refer to
TPM-MUH 2.6 Tool Equivalency Assessment procedure for details of the process.
For NDT tools, in case of a definition stated about alternate / comparable tooling usage in
reference documents, equivalence assessment is processed iaw NDT Manual TPM-BKM
3.11.1.
MOE

2.07 Cleanliness Standards of Maintenance EASA Part 145 1 of 2
Facilities Revision: Date:
00 09 Oct 2014
2.7 Cleanliness Standards of Maintenance Facilities
2.7.1 General
Cleanliness of the Company is provided in accordance with PART 145 requirements in order
to prevent its adverse effect on aircraft, component and maintenance personnel.
2.7.2 Scope
Cleanliness of the company Hangar, Workshops, Offices, Stores, Lavatories and Corridors
are covered by this procedure.
2.7.3 Responsibilities
The responsibilities of cleanliness of technical management offices belong to Coordinator –

Administration.
The responsibilities of cleanliness of hangar, mezzanine offices, and ground flat offices,
corridors, lavatories, stores and aircraft maintenance areas belong to Facility Manager.
Shop supervisors are responsible for the cleanliness of component maintenance workshops.
Store Manager is responsible for the cleanliness of Stores.
2.7.4 Procedure
2.7.4.1 Cleanliness of Hangar
Hangar has door and epoxy based floor coating in order to minimize the adverse effect of
accumulated dust and other pollutive materials on maintenance of aircraft and components
and personnel.
Hangar surface is cleaned by using the battery powered equipment at least twice a week
according to Cleaning Plan (Ground Flat & Hangar).
Garbage is picked up regularly by cleaners at least once a day.
All wastes produced within the maintenance organization must be handled according to safe
and best practice principles with regard to responsible environmental practice.
2.7.4.2 Cleanliness of Workshops
Workshop personnel keep clean workshop and working areas each working day.
Cleaning personnel sweeps and mat the workshop floor according to Cleaning Plan (Ground
Flat & Hangar).
2.7.4.3 Cleanliness of Stores
Store floor, racks are cleaned by store personnel properly.
And additionally Store floor is swept and matting made by cleaners according Cleaning Plan
(Ground Flat & Hangar).
Air conditioners are kept effective and running to prevent dust accumulation.
MOE

2.07 Cleanliness Standards of Maintenance EASA Part 145 2 of 2
Facilities Revision: Date:
00 09 Oct 2014
2.7.4.4 Cleanliness of Tool Rooms
Tool room floor, racks, and tools are cleaned by store personnel properly.
Additionally Store floor is swept and matting made by cleaners according to Cleaning Plan
(Ground Flat & Hangar).
Measuring tools and special equipment are kept in boxes.
Tool room Supervisor is responsible from cleanliness of tool rooms.
2.7.4.5 Cleanliness of Offices, Toilettes, Stairs, and Corridors
Toilettes, stairs, and corridors on ground flat and mezzanine are swept and matting performed
according to Cleaning Plan (Ground Flat & Hangar).
st
Cleaning of Toilettes, stairs, and corridors on 1 flat is made according to Cleaning Plan.
MOE

2.08 Maintenance Instructions and EASA Part 145 1 of 2
Relationship to Manufacturer’s Instructions Revision: Date:
Including Updating and Availability to Staff 02 16 Feb 2015
2.8 Maintenance Instructions and Relationship to Manufacturer’s Instructions

Including Updating and Availability to Staff
This section explains the management procedure of the technical documentation for
continuing airworthiness of the aircraft and components as per Part 145.A.45(a), (b), (c), (d),
(e), (f), (g) and AMC 145.A.(b) 1, 2, 3, 4, 5, 6, (c) 1, 2, (d), (f) 1, (g) 1, 2, 3.
Documentation Department ensures that all necessary maintenance data (AMM, IPC, WDM,
ASM, SRM, CMM, NDT manuals, etc.) is provided from either the manufacturer or the
customer, and only applicable and current maintenance data is kept in the system and made
available for the use of the maintenance organisation during any maintenance work, including
modifications and repairs.
In case of maintenance for a customer or an operator, in addition to the maintenance data, the
appropriate sections of the operator’s maintenance schedule, associated SBs, SILs,
supplementary structural and corrosion inspection documents, CDCCL and EWIS items, any
other TC or STC specific document, as necessary as per the scope of the work shall be taken
from the customer and held in the system. Acquisition and incorporation of such documents is
managed by the PPC Manager.
In either case, any maintenance data necessary for the accomplishment of the work on an
aircraft, is made reachable by IT Department in the close proximity of the aircraft and number
of terminals shall be enough as compared to the size of the work.
These data is revised every time when the manufacturer or customer issues a revision. For
this purpose Documentation Department performs periodic check of these data with the
manufacturer (or any source for the data) publication records.
It is unrealistic that work-cards are revised in real time, making these data available when the
work is in progress. Because of this, the company defines a timing for the updating of work-
cards vs. revision of maintenance data like AMM or CMM. Also, in fact, the maintenance
instructions issued by manufacturers as defined in 145.A.45(d) are not mandatory approved
data and the routine revisions of AMM /CMM are not the means to communicate real safety
issues. As a consequence it is permissible to revise work-cards in not less than three months,
by the date of the revision (not by the receiving date into the Company). Refer to MOE 2.10
for the provisions on complying with the maintenance program of the customer/operator.
During the same maintenance input, the set of work-cards used remains at the same revision
status, to avoid any inconsistency.
Documentation Department makes these data available when the work is in progress and
Planning (or Shop Management in case of component maintenance) keeps the maintenance
records as well as associated maintenance data iaw MOE 2.14.
Engineering provides service information publication (AD, SB, AOT, SIL, OIT, etc.) from the
relevant Authority or Manufacturer, as necessary for the accomplishment or the release of the
work performed.
Engineering may also issue Engineering Orders, when necessary, for the work to be
performed as per a service information publication or a maintenance data, paying special
attention to specific concepts of CDCCL and EWIS.
Shop Action Order (SHA) SHA documents preparation responsibility using technical data
(CMM, etc.) belongs to Workshop Maintenance Manager. Workshop maintenance is run iaw
TPM-ATL 1.9.2 Shop Action Flow procedure.
MOE

2.08 Maintenance Instructions and EASA Part 145 2 of 2
Relationship to Manufacturer’s Instructions Revision: Date:
Including Updating and Availability to Staff 02 16 Feb 2015
All kind of company technical procedures, processes, instructions are subject to the approval
of QA Manager. These procedures are reachable by each person in the organisation via the
company MIS, where they are presented with their latest controlled and approved
amendments.
Unless provided by the customer, the work cards and/or any associated maintenance data
necessary for the accomplishment of the work (such as AMM procedures, detailing
disassembly/access, accomplishment, assembly/close-up and tests), is provided by PPC by
using the applicable and current maintenance data, including the necessary notices for
CDCCL and EWIS items.
These shall be made available to Maintenance Department who shall then perform the work.
Any data prepared and kept as softcopy is secured against unauthorized usage and alteration
and recorded in a back-up electronic database within 24 hours following the entry.
Where applicable, the First Article Inspection is performed by Engineering (or a delegated
Engineer of the maintenance organisation) in order to verify and validate a modification or
inspection that is performed on an aircraft for the first time.
In the case that the customer requests the use of its own forms, they may also be used
provided that required training or satisfactory examples of fillings in of those forms for the use
and completion of such forms is given to all related staff, and ensuring customer’s procedures
are followed.
MOE

2.09 Repair Procedure EASA Part 145 1 of 1
Revision: Date:
02 16 Feb 2015
2.9 Repair Procedure
In this procedure the Company defines how to perform repairs on aircraft/aircraft

components/engines and how is managing the repairs not described in the manufacturers'
documentation.
All damages on aircraft/aircraft components/engines must be evaluated in accordance with

up-to-date, approved and applicable maintenance data (AMM, CMM, SRM, DFPRM etc.).
If a repair/modification is required, this must be performed in accordance with up-to-date,
approved and applicable maintenance data (AMM, CMM, SRM, DFPRM etc.). These repairs
are not limited with structural repairs, they may be in a such way like, boro-blending, O-
ring/seal/packing replacement or ESPM repairs as long as they are in accordance with up-to-
date, approved and applicable maintenance data.
Evaluation: Sheet-metal or composite structural damage measurement and evaluation will be

performed by B1 authorized technician; repair shop authorized staff or engineer.
Application: Repair is performed by maintenance or shop authorized staff provided following

conditions are met.
- For each damage evaluation and repair performed on aircraft, a "Structural Defect &
Repair Form" (OT-029) will be applied and sent to Engineering.
- If the necessary repair method for measured/evaluated damage repair is written in

manufacturer's approved documents, repair performed.
- If the repair procedure is not written in above mentioned manufacturer’s document,

the damage and measurements shall be reported to an EASA Part 21 DOA or TC
Holder by Engineering and will request a repair procedure to be prepared. After
repair is carried out, Engineering requests interim or final approval, with its deviation
(if any), from manufacturer for the applied repair.
If there are some deviations during application or maintenance data is inaccurate,

incomplete or ambiguous; they shall be reported to Engineering by the form of
EIR(Engineering Investigation Request Form, OT-016) to get an interim or/and final
approval of the manufacturer or corrected revision of the document.
- In case of a temporary repair is required to be replaced with permanent repair,

Engineering will issue EO or WO to do this repair.
- If required, Engineering will also issue EO or WO to follow up the further

requirements of interim/temporary/permanent approved repairs.
- Repair procedures which have only FAA-DER approval must be approved by EASA
Part 21 DOA or EASA before implementation.
After evaluation there may be different solutions. Then, all alternative solutions should be
submitted to customer for written approval.
If a specific repair approval is obtained for a defined A/C, this repair is not valid for another
aircraft.
2.09.01 Fabrication of Parts
Refer to TPM-MUH 2.9 Part Fabrication Procedure.

MOE

2.10 Aircraft Maintenance Program EASA Part 145 1 of 1
Compliance Revision: Date:
00 09 Oct 2014
2.10 Aircraft Maintenance Program Compliance
Preparation, development, revision and approval of Maintenance Program are sole responsibility
of the Operator and/or Customer.
Note: In case of request, the Company Engineering may provide services to prepare,
develop, revise a Maintenance Schedule for Customers based on the orders and
recommendations of the Manufacturer, the Authority of the Manufacturer and the
Authority of the Registration for an aircraft type. This Maintenance Schedule is, in any
case, subject to the approval of the Authority of the country of the registration before
use. The approval process is under the responsibility of Customer.
The Company shall perform maintenance on aircraft or components, in accordance with the
requirements of Operators/Customers work package prepared based on their Approved
Maintenance Program and within the agreed time frame.
The Approved Maintenance Program shall include;

- scheduled tasks,
- inspections (including but not limited to CPCP, SSI, ALI inspections),
- adjustments,
- tests,
- replacements (including but not limited to hard time/life limited equipment)
for aircraft, engines and equipment based on the orders and recommendations of the
Manufacturer, the Authority of the Manufacturer and the Authority of the Registration for an
aircraft type.
Before any maintenance activity, PPC Department shall check the work package;
 to determine the tasks and work orders to be performed on the aircraft and on the
equipment,
 to determine the scope of work,
 to control the maintenance documents, including but not limited to up-to-date
maintenance data (AMM, NTM, SRM, etc), list, job cards (if applicable), necessary AMM
procedures, necessary shop procedures (if any),
 to inform customer/operator in case a new revision of maintenance documents is
available and to ask which revision to be used during the maintenance activities, unless
such direction is already available within the maintenance contract,
 to check and prepare the facilities, staff, material and tooling necessary to conduct the
requested maintenance,
 to consider human body performance and human factors principles.
During each maintenance activity, Maintenance Department shall report PPC Department, and
PPC Department shall then report to the Operator and/or Customer, the Findings and NIL
Findings detected during the accomplishment of CPCP, SSI and ALI tasks.
During each maintenance activity, PPC shall inform Planning for any task, which cannot be
performed for any reason. Planning shall check the possibility to cancel or defer such task and,
PPC informs Customer for such task.
MOE

2.11 Airworthiness Directives Procedure EASA Part 145 1 of 2
Revision: Date:
00 09 Oct 2014
2.11 Airworthiness Directives Procedure
2.11.1 The Company Policy
It is the sole responsibility of the Customer/Operator to follow-up the Airworthiness Directives

(AD) . The Company does not provide AD follow-up services to Customers/Operators.
2.11.2 Process Brief
Engineering obtains, studies, evaluates and records ADs issued by the Authority of the Type
Certificate Holder (OEM) and National Authority for the aircraft, engines and equipment for
which Maintenance Department has capability to maintain.
Maintenance Department embodies ADs on aircraft, engines or equipment as per the work
order scope given in a work order.
2.11.3 Marking of ADs on the Maintenance Tasks
Any task covering an AD accomplishment is marked by Planning Department to increase the

awareness during performance. See also MOE 2.23 for controlling critical tasks.
2.11.4 When a new AD Issued
Engineering Department has access to the websites of the related Authorities and
Manufacturers in order to subscribe and process the authority ADs. as well as the necessary
associated documentation such as manufacturer/OEM SBs, AOTs, SILs, etc, related to the
aircraft, engine and component types within the capability as defined in MOE 1.09.
Above documentation recorded on the computer system is accessible to defined users as well
as Engineering personnel.
Additionally the Company becomes aware of issuance of a new AD by manufacturer before

AD is issued by the authority in the web.
Customers/Operators, when issuing work orders need to point applicable ADs.
2.11.5 Processing
Engineering Department evaluates the ADs as well as its associated references (SBs, AOTs,
etc.) and their revisions as per the the capability as defined in MOE 1.09 and records to the
Company MIS (Wings system). These records include the below listed information in
minimum:
1. Brief description of the requirement,

2. Applicability data of the document,
3. Due dates, hours and cycles,
4. Associated document references (SB, AOT, EO, etc.)
The application of the effective ADs within the time period specified by the Authority is an
obligation of the customer/operator.
In case a non-compliance with an AD is noticed by the organization, it is reported to the PPC

Department. PPC Department advises the customer/operator in written. After the receipt of
appropriate instructions from the customer/operator, Planning Department marks these tasks
MOE

2.11 Airworthiness Directives Procedure EASA Part 145 2 of 2
Revision: Date:
00 09 Oct 2014
as per the requirements set in MOE 2.11.03 and maintenance organisation accomplishes the
requirements of the AD.
An approved deferral document or a proof of an alternative means of compliance (AMOC)

from the authority supplied by the customer/operator is necessary before the release to
service if the requirements of non-complied AD will not be accomplished during the on-going
maintenance.
In case, there is a need for deviation from the content of an AD during accomplishment, an
application with all reasons is made to the Authority for approval.
In case of a request by the customer/operator, Engineering Department may issue Work

Order (NRWO), Engineering Order (EO) or Task Cards for the ADs for use during
accomplishment and ensures that the technical staff who perform them will clearly and
correctly understand the content of the work to be performed.
Critical tasks, Critical Design Configuration Control List Items (CDCCL) and Electrical Wiring
Interconnection Systems Items (EWIS) where it is necessary to employ MOE 2.23 are clearly
indicated on such Task Cards, EOs and NRWOs.
PPC plans the suitable time for the accomplishment of these NRWOs, EOs and Task Cards
and submit them to the Maintenance Departments for accomplishment.
Maintenance Departments apply the ADs and mandatory SBs using documentation defined
above in the specified timeframe.
2.11.6 AD Control and Application of Stored Components
When an AD modification is effective for a stored component engineering personnel issues a

memorandum of AD and circulates through the Company units via email.
Upon receipt of the memorandum, PPC records effective AD for affected part number(s) in
the Company MIS (Wings System). Such recording includes;
- Store part identification card record marking in the MIS,

- Urging message to purchasers not to order one without consulting to Engineering,
- Electronic copy of memorandum (usually as a pdf) document as attachement to store
part identification card record.
When affected component is attempted to release from store for aircraft maintenance, the
MIS generates warning for AD application. Component is not released to aircraft unless
modification compliance is satisfactory.
Store personnel transfers the item to the Quarantine area.
If AD is within the Company shops capabilities, PPC opens an order to the shop in the
Company MIS.
When in-house application is not possible, PPC coordinates with Supply Manager and the
part is shipped to an outside contractor for AD application.
MOE

2.12 Optional Modification Procedure EASA Part 145 1 of 2
Revision: Date:
00 09 Oct 2014
2.12 Optional Modification Procedure
2.12.1 Policy
All modifications, variations and alterations intended to be performed require EASA Part 21
approved DOA holder or EASA approval.
2.12.2 Scope
Optional modifications are classified in these groups:
1. Service Bulletin modifications (SB).

2. Modification EOs issued by Part-21 approved DOA holders.
3. Modification EOs issued by Engineering Department and approved by EASA.
4. Local modification EOs, issued either under STC or Part-21 approved DOA holder
approval (no further approval necessary by EASA).
2.12.3 Limitations
Only modifications classified in above scope can be performed on the aircraft.
All required approvals from manufacturers, STC holders, DOA holder, or EASA are obtained
either by;
1. Customer, as holding the overall airworthiness responsibility of the aircraft or

component,
2. The Company Engineering on behalf of customer/operator.
For the modifications listed below, a further approval of the EASA is not required:
1. Modifications by SBs, which are approved by the Authority of the Manufacturer,

2. Modifications approved under an EASA-STC (Supplemental Type Certificate),
3. Minor Modifications prepared by Engineering-Design Companies approved under
Part-21,
4. Modifications, in which it is stated that the approval of an Authority is not required,
2.12.4 Accomplishment
The application of the modification is realized in collaboration of Engineering, Planning, PPC

and Control and Maintenance Departments.
For each such modification, an Engineering Order (EO) is prepared by Engineering. When the
EO is prepared, Engineering Manager and the VP Technical shall checks and approves it,
respectively and submits to the PPC.
2.12.5 Major Modification Standards
Major modifications are accomplished as per a Supplemental Type Certificate (STC)

document or an SB.
SBs are issued by the manufacturer and approved by the Authority of the manufacturer.
In case of a requirement to perform a modification without using an SB, Engineering

Department receives offers from Engineering-Design companies, evaluate them for the best
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2.12 Optional Modification Procedure EASA Part 145 2 of 2
Revision: Date:
00 09 Oct 2014
(or optimum) solution, provide the company that is chosen all the necessary documents and
obtains the STC package. Engineering Department then issues EO(s) (referring to the STC
package) to be used during application. The EO(s), like all other EO(s) issued by Engineering
Department, shall be approved by the customer/operator.
In case of an approval required, Engineering Department prepares the necessary

documentation for the approval application for Quality Department evaluation. Quality then,
with a written application, submits to EASA or EASA Part 21 organisation for approval.
Major modifications shall be accomplished as per the requirements of its approved technical
data.
In case of first application of an STC, the certification and approval is performed after a
successful embodiment and testing of the modification on the first aircraft.
MOE

2.13 Maintenance Documentation in use and EASA Part 145 1 of 2
its Completion Revision: Date:
02 16 Feb 2015
2.13 Maintenance Documentation in Use and Its Completion
2.13.1 Aircraft Maintenance
Process of maintenance documentation is as follows;
 Assembly of work package and issue for maintenance

 Maintenance process
 Completion of work package
A work scope for aircraft maintenance is defined by the customer/operator.
PPC produces routine assembly of a work package using this workscope, which generally
consists of task numbers/identifiers.
Once Maintenance is complete, work pack is assembled with routine tasks, non-routine work
orders and the other documents iaw index page fully collated. A work package consists of the
following contents;
1. Cover Page (Form OT-132)

2. Certificate of Release to Service (Form OT-082E)
3. Work Pack Order (Form OT-011)
4. Work Pack Engineering Order List (Form OT-130)
5. Work Pack Deferred and/or Cancelled Items (Form OT-131)
6. Parts and Tools List (Wings report)
7. Maintenance Staff List (Form OT-059)
8. HIL & CDIL (customer specific)
9. Maintenance Tool Usage Follow-up Form (Wings report)
10. Task Card Index (Wings)
11. Panel List (Wings)
12. Task Cards (Form OT-172)
13. List of Non-Routine Items (Form OT-111)
14. Non-Routine Work Orders (Form OT-012)
15. Aircraft Technical Log (customer specific)
Non-Routine Work Orders are filled, stamped and signed by the staff iaw TT-BKM 2.13B.
Task Cards are filled, stamped and signed by the staff iaw TT-BKM 2.13C.
Whether the maintenance form is routine or non-routine, any dimension measured and any
test results achieved iaw maintenance data must be recorded in the respective form.
Any CDCCL item is identified iaw MOE 2.23 and marked on worksheets/task cards by the
Company.
When customer provides work cards instead of producing in the company by PPC, filling
instructions or filled samples must be clearly accepted by the company.
After CRS is signed and published, maintenance pack is delivered to customer/operator via
PPC.
As a last line of defense against possible integrity problems in maintenance documentation,

sign-off and form fillings are checked by PPC once more before delivery as maintenance
record.
For line maintenance completion of technical log system, refer to 2L.04 Line
Procedure for Completion of Technical Log.
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2.13 Maintenance Documentation in use and EASA Part 145 2 of 2
its Completion Revision: Date:
02 16 Feb 2015
2.13.2 Workshop Maintenance
Workshop maintenance and completion of documentation in the workshop process is run iaw
TPM-ATL 1.9.2 Shop Action Flow procedure.
MOE

2.14 Technical Records Control EASA Part 145 1 of 2
Revision: Date:
02 16 Feb 2015
2.14 Technical Record Control
2.14.1 General
The Company records all details of aircraft and component maintenance work carried out
during maintenance operations and provides a copy of each certificate of release to service to
the operators/owners, together with a copy of any specific repair/modification data used for
repairs/modifications carried out.
Properly executed and retained records provide customers and maintenance personnel with
information essential in controlling unscheduled and scheduled maintenance, and trouble
shooting to eliminate the need for re-inspection and rework to establish airworthiness of
articles maintained.
The primary objective of this procedure is to have secure and easily retrievable records with
comprehensive and legible contents. The records may include associated maintenance data
which includes specific information of maintenance (e.g. repair and modification data, etc).
This does not necessarily require the retention of all Aircraft Maintenance Manual,
Component Maintenance Manual, IPC etc. issued by the TC holder or STC holder.
Maintenance records should refer to the revision status of the data used.
2.14.2 Technical Record Retention
The Company retains records necessary to prove that all requirements have been met for
issuance of the certificate of release to service, including, if any, contractor’s/subcontractor’s
release documents. These records are stored in a manner that ensures protection from
damage (caused by flood, fire, etc.), alteration and theft. Archieves are equipped with
sprinklers and hand fire extinguishers in order to quickly react in case of fire.
These records are retained either on paper or in digital as managed by MIS.
(a) Retention in Paper
Paper is used to control maintenance and/or record details of maintenance work carried out.
Paper records should use robust material which can withstand normal handling and filing
during maintenance operations and retention (i.e. in archieve or office files) so that the record
will remain legible throughout the required periods of retention.
Files containing the records and cabinets are clearly identified to display their contents.
Achieves used for record retention are safe and locked with limited authorized personnel
access. The keys of this archive are kept in the Planning Manager and archive personnel. All
cabinets and shelves in archieve are closed at the end of working time, and, considering their
limited anti-thieves capability, locking system of the main entrance is kept closed to ensure
high security standard. Shop maintenance records are also kept in archieve with same
recordkeeping standards .
(b) Retention in Soft Copy
Digital medium is used to control maintenance and/or record details of maintenance work
carried out. Each terminal accessing or modifying these records is required to contain
program safeguards against the ability of unauthorised personnel to alter the data. MIS file
sharing used for records retention are read only network places that safe and locked with
limited authorized personnel access.
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2.14 Technical Records Control EASA Part 145 2 of 2
Revision: Date:
02 16 Feb 2015
MIS has backup system which is updated at least within 24 hours of any maintenance
copying to a series of cartridges. Digital medium (Computer backup discs, tapes etc.) is used
for backup. The backups are stored in a different location from that containing the working
discs, tapes etc., in an environment that ensures they remain in good condition. The access
for digital archive backups are limited to IT personnel.
Refer to MOE 2.21 for Control of Computer Maintenance Records System.
(c) Retention Period
The Company keeps a copy of all detailed maintenance records and any associated
maintenance data for minimum of three years from the date the aircraft or component to
which the work relates was released to service.
2.14.4 Termination of Opertations
All retained maintenance records will be distributed to the last owner or customer of the
respective operation or will be stored as specified by EASA.
2.14.5 Operator Records completion
Refer to MOE 4.03.
2.14.6 Reconstruction of Lost or Destroyed Records
Reconstruction of lost or destroyed records can be done by reference to other records which
reflect the time in service, research of records maintained by repair facilities and reference to
records maintained by individual mechanics (technician log books or OJT records) etc. When
these things have been done and the record is still incomplete, the owner/operator may make
a statement in the new record describing the loss and establishing the time in service based
on the research and the best estimate of time in service. The reconstructed records is
submitted to the competent authority for acceptance. In this situation an additional
maintenance may be required when complete set of proofs not achieved.
MOE

2.15 Rectification of Defects Arising During EASA Part 145 1 of 1
Base Maintenance Revision: Date:
02 16 Feb 2015
2.15 Rectification of Defects Arising During Base Maintenance
All kinds of defect (system failure or structural damage) detected/encountered during base
maintenance or reported in aircraft technical log are recorded on Non-Routine Work Order
(NRWO) Form OT-012. One NRWO should be raised for each single defect. Making a NRWO
record includes making an entry to “List of Non-Routine Items” Form OT-111. As soon as a
NRWO is closed, its closure is reflected to “List of Non-Routine Items” Form OT-111 by SS
responsible for the job.
Each NRWO shall properly be filled in iaw OHY TT-BKM 2.13B including;
 identification of defect,
 action taken for rectification or defer information with approved document references,
 date of defect found,
 date of action taken,
 tools and parts used when applicable.
Evaluation and trouble-shooting should be performed by authorized staff in accordance with

approved technical data. If rectification instructions are not found in approved technical data,
Engineering should be informed by EIR (Engineering Investigation Request form, OT-016) in
order to obtain manufacturer/authority approval before rectification. Such request should
include the due date of rectification to be performed.
Repair procedures need to be approved by a EASA Part 21 Design Organisation Approval

Holder or EASA.
Rectifications shall be within the capability/scope of the company approval, performed and
signed-off by authorized staff.
All issued NRWOs are brought to the attention of the customer for the specific purpose of
obtaining agreement to rectify such defects or completing the missing elements of the
maintenance work order. For the defects out of scope of base maintenance agreement,
customer approval must be obtained prior to rectification. In the case where the aircraft
operator declines to have such maintenance carried out under this procedure, an incomplete
maintenance release procedure is applied as described in MOE 2.16.
Any defect with lack of material, tool, equipment, time, man-power, etc. to rectify, which does
not affect the airworthiness, is deferred only under documented customer approval.
Notification shall be given to customer, manufacturer and authority for occurrences iaw MOE
2.18.
MOE

2.16 Release to Service Procedure EASA Part 145 1 of 9
Revision: Date:
02 16 Feb 2015
2.16 Release to Service Procedure
2.16.1 Release to Service
(a) General Conditions for Release to Service
A CRS is issued in order to release to service an article after maintenance on behalf of the
Company:
1. By an appropriately authorised CS iaw MOE 3.04 and nominated in MOE 1.06,

2. Under the scope of work iaw MOE 1.09 and approval schedule,
3. When it has been verified that all maintenance ordered has been properly carried out
by the Company iaw MOE,
4. When approved maintenance data available, up-to-date and used iaw MOE 2.08,
5. When there are no non-compliances which are known to endanger flight safety where
safe operation could not be assured or where could lead to an unsafe condition like;
a. Significant cracking,
b. Deformation,
c. Corrosion or failure of primary structure,
d. Burning evidence,
e. Electrical arcing,
f. Significant hydraulic fluid or fuel leakage,
g. Any emergency system or total system failure, etc.
An airworthiness directive overdue for compliance is also considered a hazard to flight safety.
2.16.2 CRS Content
IMPORTANT:
The use of EASA Part 145 CRS statement is not allowed for non-EU registered
and/or operated aircraft.
A CRS issued before flight at the completion of any maintenance contains the following:
1. A CRS Statement is as follows:
“Certifies that the work specified, except as otherwise specified, was carried out in
accordance with EASA Part-145 and in respect to that work the aircraft/aircraft
component is considered ready for release to service”,
2. A reference to the EASA Part-145 approval number as EASA.145.0547,

3. A reference to the approved maintenance data that can be either of the followings;
a. the task specified in the TC or STC holder’s instructions, or,
b. operator’s written instructions, or,
c. the aircraft maintenance program which itself may cross-refer to maintenance
data,
4. The date maintenance was carried out (this may include when the maintenance took
place relative to any life or overhaul limitation in terms of date/flying
hours/cycles/landings etc., as appropriate,
5. The place / location where the maintenance performed,
6. The unique WO reference when extensive maintenance has been carried out,
provided, the referenced work order details include full details of maintenance carried
out, including dimensional information,
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Revision: Date:
02 16 Feb 2015
7. The aircraft type, aircraft registration and serial number, the S/N of installed engines
and APU (when applicable),
8. The name and signature of the person who has certified the release.
Note: A stamp may replace the signatories full name when placeholder for this
identifier does not offer adequate space.
2.16.3 CRS after Aircraft Maintenance
(a) CRS after Aircraft Base Maintenance
A CRS after aircraft base maintenance is issued by base maintenance CS issuing a CRS
Form OT-082E. It is the responsibility of the C category CS to sign the CRS Form (and
customer/operator Aircraft Technical Log when requested) after base maintenance.
Before issuing the CRS Form, the CS applies the following checklist over the whole
maintenance process:
1. CS ensures that SS have confirmed that all tasks (including but not limited to
inspections, servicing, modifications, repairs, airworthiness directives etc. as ordered
in the WO) have been carried out to the required standards (attested, signed and
dated),
2. B1 and B2 support staff ensures that all relevant tasks or inspections have been
carried out to the required standard before the category C certifying staff issues the
certificate of release to service,
3. CS ensures that all NRWO forms are properly closed,
4. CS ensures that all maintenance personnel worked are competent
5. CS ensures that all additional work under the same work order required by the
customer has been accomplished during the particular base maintenance or as per
work package,
6. CS ensures no un-approved modification has been incorporated,
7. CS ensures no un-approved repair has been incorporated,
8. CS assesses the impact of any work not carried out, defers such work agreeing with
the customer and documents it with the deferral limitations indicated in the Deferred
Item List as an attachment to the CRS Form,
9. CS ensures that all component change records are complete, appropriate material
tag and ARC exists,
10. CS ensures contractors/sub-contractors were certified to perform the work,
11. The latest approved issues of the documentation have been used,
12. The tools were acceptable and calibrated,
13. The parts / components / equipment were acceptable (airworthiness tags available)
14. Any due AD found non-embodied on the aircraft has been duly reported to the
Operator/Authority,
15. Any defect discovered during maintenance has been repaired or is properly deferred
and accepted by customer,
16. All instructions and methods used were approved,
17. All test results are normal (if required).
A CRS Form for aircraft base maintenance contains the CRS statement as defined in MOE
2.16.02.
IMPORTANT:
An EASA Part 145 Release to Service for non EU registered aircraft or for
aircraft operated by non EU operator will be validated by the competent
authority of the State of Registry or the State of the operator as appropriate.
MOE

Revision: Date:
02 16 Feb 2015
The release to service certificate is valid only when accepted so. In this case
the CRS statement changes to:
“Certifies that the work specified except as otherwise specified was carried out in
accordance with Part-145 under the full recognition and oversight responsibility of the
[national aviation authority] as competent authority of [the State of Registery] and
in respect to that work the aircraft is considered ready for release to service.”
(b) CRS after Aircraft Line Maintenance
A CRS after aircraft line maintenance is issued by line maintenance CS on the applicable
document (like logbook, work order, engineering order, task card, etc.) requested by the
customer.
Before issuing the CRS, the CS applies the following checklist over the whole maintenance
process:
1. CS confirms that all tasks (including but not limited to inspections, servicing,
modifications, repairs, airworthiness directives etc. as ordered in the WO) have been
carried out to the required standards (attested, signed and dated),
2. CS ensures that all maintenance personnel worked are competent,
3. CS ensures no un-approved modification has been incorporated,
4. CS ensures no un-approved repair has been incorporated,
5. CS assesses the impact of any work not carried out, defers such work agreeing with
the customer and documents it with the deferral limitations as agreed by the operator,
6. CS ensures that all component change records are complete, appropriate material
tag and ARC exists,
7. CS ensures contractors/sub-contractors were certified to perform the work,
8. The latest approved issues of the documentation have been used,
9. The tools were acceptable and calibrated,
10. The parts / components / equipment were acceptable (airworthiness tags available)
11. Any due AD found non-embodied on the aircraft has been duly reported to the
Operator/Authority,
12. Any defect discovered during maintenance has been repaired or is properly deferred
and accepted by customer,
13. All instructions and methods used were approved,
14. All test results are normal (if required).
A CRS for aircraft line maintenance contains the CRS statement as defined in MOE 2.16.02.
CS stamps the applicable document with OT-082ES CRS stamp and signs to complete the
CRS process.
IMPORTANT:
An EASA Part 145 Release to Service for non EU registered aircraft or for
aircraft operated by non EU operator will be validated by the competent
authority of the State of Registry or the State of the operator as appropriate.
The release to service certificate is valid only when accepted so. In this case
the CRS statement changes to:
“Certifies that the work specified except as otherwise specified was carried out in
accordance with Part-145 under the full recognition and oversight responsibility of the
[national aviation authority] as competent authority of [the State of Registery] and
in respect to that work the aircraft is considered ready for release to service.”
MOE

Revision: Date:
02 16 Feb 2015
2.16.4 CRS after Component Maintenance
A CRS is issued at the completion of any maintenance on a component whilst off the aircraft.
When a component is repaired in the workshop it may be released using an ARC or a

Serviceable Tag. Before signing the Release to Service, the CS ensures that:
1. The work done is within the capability list of the workshop, if some work has been
subcontracted, the subcontractor has to be approved for this work.
2. Work was done in conformity with the applicable regulations and the intent of work
order:
a. All maintenance tasks are attested, signed and dated by authorized staff,
b. All parts and materials used were certified,
c. All tools/equipment are registered, certified and calibrated where necessary,
d. Documentation was used at its latest applicable issue,
e. All data used were approved (in particular the manufacturer's Repair Design
Approval Sheet and the Service Bulletin),
f. Work file is complete,
g. All non-conformities have been fully and correctly investigated, required
corrective actions have been carried out,
h. No visible discrepancy related to the released component,
i. All instructions and methods used during maintenance were approved,
j. All due Airworthiness Directives have been embodied,
k. The Date/Flying Hours/Cycles/Landings, when such maintenance carried out
is recorded for life limited components.
(a) The use of EASA Form 1
The ARC “EASA Form 1” referred to in MOE 5.01 constitutes the component CRS in this
case.
The purpose of the ARC is to release articles (assemblies/items/components/parts/etc.) after

maintenance and to release maintenance work carried out on such articles under the
approval of EASA and to allow items removed from one aircraft/aircraft component to be fitted
to another aircraft/aircraft component. The ARC is to be used for export/import purposes, as
well as for domestic purposes, and serves as an official certificate for items from the
Company to users/customers.
The ARC can only be issued while the article is within the Company Scope of Work described
in MOE 1.09.
(b) The use of Serviceable Tag
Not allowed for customer delivery. The ARC “EASA Form 1” is used as above.
(c) Issuance of EASA Form 1 for Components Removed Serviceable from Aircraft
CASE 1: Serviceable aircraft components removed from EU Member State registered aircraft
may be issued an EASA Form 1 subject to compliance with the following conditions:
1. The component should be removed from the aircraft by appropriately qualified staff,
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Revision: Date:
02 16 Feb 2015
2. The component may only be deemed serviceable if the last flight operation with
component fitted revealed no faults on that component or its related system,
3. The component should be inspected for satisfactory condition including in particular
damage, corrosion or leakage and compliance with any additional manufacturer's
maintenance instructions,
4. The aircraft records should be researched for any unusual events that could affect the
serviceability of the component such as involvement in accidents, incidents, heavy
landings, or lightning strikes. Under no circumstance may an EASA Form 1 be issued
if it is suspected that the aircraft component has been subjected to extremes of
stress, temperatures or immersion which could affect its operation,
5. A maintenance history record should be available for all used serialized components,
6. Compliance with known ADs, modifications and repairs should be established,
7. The flight hours/cycles as applicable of any life limited parts including time since
overhaul should be established,
8. 'Component Removal in Serviceable Condition’ Form OT-303 is properly filled and
signed.
CASE 2: Serviceable aircraft components removed from non EU Member State registered
aircraft may only be issued an EASA Form 1 subject to compliance with the following
conditions:
1. If the Company retains control of the airworthiness status of the components,

2. If the component is leased or loan from the Company,
3. Subject to satisfactory compliance with items 1 to 8 above.
The same provisions apply when a component is swapped between two aircraft registered in
a non EU Member State. In this case a Serviceable Tag is allowed and sufficient for
certification provided both aircraft is being maintained by the Company.
CASE 2.1: For the components removed from OHY Airlines, which the airworthiness status
of the AC and the components retained by The Company as a shared enginering
responsibility, below 3 items are sufficiently required:
1. The component should be removed from the aircraft by appropriately qualified staff
2. The component may only be deemed serviceable if the last flight operation with
component fitted revealed no faults on that component or its related system,
3. The component should be inspected for satisfactory condition including in particular
damage, corrosion or leakage and compliance with any additional manufacturer's
maintenance instructions.
CASE 3: For used aircraft components maintained by organisations not approved in

accordance with Part-145 (limited to the components contained within the scope of
approval/Capability list as defined in MOE 1.09), the Company establishes satisfactory
conditions in order to issue an EASA Form 1 by:
1. Dismantling the component for sufficient inspection in accordance with the

appropriate maintenance data,
2. Replacing all service life-limit components when no satisfactory evidence of life used
is available and/or the components are in an unsatisfactory condition,
3. Reassembling and testing as necessary the component,
4. Completing all certification requirements as specified iaw MOE 2.16.
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Revision: Date:
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(d) Serviceable Component Swap between EU Registered Aircraft
An EASA Form 1 is not required for the component changes between two EU registered
aircraft or between different positions of the same EU registered aircraft for components fitted
to those airplanes, Serviceable Tag is allowed for certification, provided both aircraft is being
maintained by the Company. A Serviceable Tag is filled by an appropriately authorized CS for
such components as follows:
1. Operator approval of donor aircraft is obtained,

2. The conditions in paragraph (c) CASE 1 are met.
(e) Releasing a part of a series of a maintenance on an article
An ARC may be issued in the case of an article undergoing a series of maintenance

processes at several maintenance organizations approved under EASA Part-145 and needs a
certificate for the maintenance process carried out for the next maintenance organisation
approved under EASA Part-145 to accept the article for subsequent maintenance processes.
In such a case, a clear statement of limitation is endorsed in remarks block of the ARC as
follows:
"Limited to a partial maintenance of the component performed in accordance with

[CORRECT MAINTENANCE DATA REFERENCE].”
2.16.5 CRS after NDT
When the Company performs an NDT inspection on an aircraft, aircraft component or part
under the Company D1 Rating, the release to service is performed and certified using an
ARC form issued by authorized CS.
When the Company performs an NDT inspection in the course of a maintenance carried out
by the Company under the customer’s WO which schedules such NDT inspection as a task
within its scope, a sign-off to the proper documentation together with an inspection report is
sufficiently accepted.
Refer to TPM-BKM 3.11.1 NDT Manual for the accomplishment of NDT.
2.16.6 CRS after Defect Rectification
A defect rectification is normally a line maintenance privilege. In extraordinary cases, the

Company may provide service for defect rectification when appropriately rated B1 or B2
category SS is ready. The company may authorize these staff as CS in those cases.
(a) Normal Procedure
Rectification of a defect is certified by completion of customer/operator Aircraft Technical Log

when an open defect recorded on. It is the responsibility of certifying staff to sign off the
customer/operator Aircraft Technical Log after defect rectification. A reference to EASA Part
145 approval number EASA.145.0547 must be indicated in customer/operator aircraft
technical log when releasing to service.
(b) In case of non-availability of a component with appropriate release certificate
When an aircraft grounded at the location other than main base due to the non-availability of
a component with the appropriate release certificate, it is permissible to temporarily fit a
component having a suitable release certificate under below restrictions:
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Revision: Date:
02 16 Feb 2015
1. For a maximum 30 flight hours or until the aircraft return to main base, whichever is
the sooner,
2. Subject to the customer/operator agreement,
3. Suitable release certificate must contain the following as minimum:
a. Clearly states the aircraft component is serviceable
b. Clearly specifies the organisation releasing the component
c. Clearly specifies the details of the competent authority of the releasing organisation
4. Appropriate entry in the aircraft technical log book, checking the condition of aircraft
component plus information on where, when and why the aircraft was grounded.
Such components will be removed by the above prescribed time limits unless an appropriate
release to service has been obtained in the meantime. In such a case the Company makes
an entry in the customer/operator Aircraft Technical Log, checking for compliance with type
design standards, modifications, repairs, airworthiness directives, life limitations and condition
of the aircraft component plus information on where, when and why the aircraft was
grounded.
This paragraph does not apply to an AOG situation at the Customer’s Main Base.
2.16.7 Issue of a one off certification authorisation
A one-off certification of release to service is performed by personnel having one-off

authorization iaw MOE 3.04.
1. The situation is communicated with the flight crew of the aircraft with full details of the
defect.
2. If necessary, the Company QA Manager is requested to issue a one-off authorisation.
3. QA Manager assesses each situation after issuance of a one-off authorization and
asks for performance of maintenance and additional actions if deemed necessary.
4. QA Manager issues the one-off authorization iaw MOE 3.04.
5. QA Manager verifies that:
a. Full technical details relating to the work required to be carried out have been
established and passed on to the certifying staff authorized within the scope
of the case.
b. The person to whom a one-off authorisation is issued has been provided with
all the necessary information and guidance relating to maintenance data and
any special technical instructions associated with the specific task
undertaken. A detailed step by step worksheet has been defined by the
organisation, communicated to the one-off authorisation holder.
c. The one-off authorisation holder certifying personnel sign off the detailed step
by step worksheet when completing the work steps.
d. In all cases, due consideration is given to the complexity of the work involved
and the availability of required tooling and/or test equipment needed to
complete the work.
e. The Company manages, coordinates and controls the total maintenance
activity performed iaw MOE 2.24.01.
6. The completed tasks verified by visual examination and/or normal system operation
upon return to an appropriately approved Part-145 maintenance facility.
7. If any condition which could affect flight safety is identified, maintenance is repeated
in main base.
MOE

Revision: Date:
02 16 Feb 2015
2.16.8 Sign off after maintenance task completion
Every maintenance task or group of tasks signed-off in order to prevent omissions. A “sign-
off” is a statement by the authorized competent person performing or supervising the work,
that the task or group of tasks has been correctly performed. A sign-off relates to one step in
the maintenance process and is therefore different to the release to service of maintenance.
“Authorised competent person” means a person formally authorised iaw either of MOE 3.04,
3.07, 3.08, 3.11, and formally assessed iawMOE 3.14 by the maintenance organisation
approved under Part-145 to sign-off tasks. “Authorised competent person” is not necessarily a
“certifying staff” or “support staff”.
To ensure the task or group of tasks is completed; it should be signed-off after completion.
Sign-off is performed only by whom the task is performed. As an exception to this, Work by
supervised personnel (i.e. temporary staff, trainee...)is checked by authorised supervisor
personnel before sign-off.
The grouping of tasks is permitted for sign-off except for the purpose of signing-off should
allow critical steps to be clearly identified iaw MOE 2.23. A grouping of tasks when sign-off
may only be permitted when a group is performed by the same person in the same visit and
same shift on the same day.
For the purpose of sign off, the company qualifies stamps dedicated to each staff with
personnel identifiers on. Both sign off and stapming are acceptable means when completing
the task. Same provision can be used for completion of non-routine work orders, engineering
orders and other documents that record specific works in a maintenance. Reports, such as
NDT reports, borescope reports, etc can also be stamped instead of signing off.
Tally sheet in any case is stamped by the inspecting support staff in order base maintenance
CS to become ensured that the tasks falling in particular support staff responsibility are
properly performed.
2.16.9 CRS with Test Flight
When a test flight is required, a CRS is issued with the wording in remarks:
“This Certificate of Release to Service is issued that the aircraft is ready for a test flight".
After the test flight:
 When no defect, snag or discrepancy is reported by the flight crew, normal CRS rules
apply and a final CRS is issued.
 When a defect, a snag or a discrepancy is reported, it is processed iaw MOE 2.15.
Test flight report and such defect rectification is a part of release documentation of an aircraft
when this procedure applies.
CRS in Aircraft Technical Log is required.

MOE

Revision: Date:
02 16 Feb 2015
2.16.10 Deviations from WO
Please also see MOE 3.09 for Aircraft or Aircraft Component Maintenance Tasks Exemption
Process Control.
(a) New defects identified during base maintenance
New defects identified during base maintenance are processed iaw MOE 2.15.
(b) Incomplete maintenance
Incomplete maintenance work orders identified during maintenance is brought to the attention
of the customer for the specific purpose of obtaining agreement to complete the missing
elements of the maintenance work order. In the case where the customer/operator declines to
have such maintenance carried out under this paragraph, incomplete maintenance may be
released iaw this procedure.
When the Company is unable to complete all maintenance ordered, it may issue a CRS within
the approved aircraft limitations. The Company enters such fact in the aircraft CRS before
issue.
If the customer/operator agrees to the deferment of full compliance with the work order scope,
then the CRS may be issued subject to details of the deferment, including the
customer/operator’s authority, being endorsed on the certificate.
These cases, CS requires that a signed proof of customer approval is obtained before the
maintenance CRS is issued.
Whether or not the aircraft operator has the authority to defer maintenance is an issue
between the customer/operator and its competent authority of the State of Registry or State of
operator, as appropriate. In case of doubt concerning such a decision of the operator, the
Company informs EASA on such doubt, before issuing the CRS. This will allow EASA to
investigate the matter with the competent authority of the State of Registry or the State of the
operator as appropriate.
(c) Non-compliance
When non-conformity with the airworthiness specifications defined in the approved

maintenance data is discovered and becomes unresolvable using the approved procedures,
the certifying staff brings the situation to the attention of the respective maintenance manager
and ultimately VP Technical and they coordinate the situation with the customer/operator in
order to resolve.
MOE

2.17 Records for the Operator EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
2.17 Records for the Operator
All maintenance records are managed iaw MOE 2.14.
If there is a contract with the customer/operator, the Company provides the customer/operator
with all records of services provided upon completion of a work order as agreed in the
contract, when applicable. When there is a requirement in the contract, the Company may
also provide service for record keeping on behalf of customer/operator.
For the primary customer (OHY), the Company keeps all base maintenance records as dirty
fingerprints in the shared archieve facilities. When an aircraft is redelivered to another
operator/owner with full operational responsibility (ACMI wetleases excluded), full record set
of the aircraft falling into last three years of period is duplicated via copying or scanning.
These duplicates are managed iaw MOE 2.14.
MOE

2.18 Reporting of Defects to the Competent EASA Part 145 1 of 4
Authority, Operator, Manufacturer Revision: Date:
02 16 Feb 2015
2.18 Reporting of Defects to the EASA, Competent Authority, Operator, Manufacturer
The Company or a non-certificated subcontractor under its QA system reports any defect
condition of the aircraft or component (occurence) that has resulted or may result in an unsafe
condition that hazards seriously the flight safety.
The Company has established a system called Occurence Reporting System (ORS) and this
procedure in order to manage this reportings.
2.18.1 Scope and Objective

.
This procedure covers defects/occurences encountered during maintenance operations of the
Company.
The occurrence reporting system is an essential part of the overall monitoring function. The
purpose of this procedure is to provide methods to determine which occurrences should be
reported to the EASA, Competent Authorities, Operators, Manufacturers, Design
organisations, TC/STC holders, in short, Reported Bodies (RB), and it provides instructions
on the timescale for submission of such reports. This procedure also describes the objective
of the overall ORS including internal and external functions.
The objective of the ORS is to use the reported information to contribute to the improvement
of aviation safety, and as a consequence of safety policy, not to attribute blame, impose fines
or take other enforcement actions.
The ORS is complementary to the normal day to day procedures and 'control' systems and is
not intended to duplicate or supersede any of them. The ORS is a tool to identify those
occasions where routine procedures have failed.
Occurrences should remain in the database when judged reportable by the person submitting
the report as the significance of such reports may only become obvious at a later date.
The detailed objectives of the ORS are:
1. To enable an assessment of the safety implications of each occurrence to be made,

including previous similar occurrences, so that any necessary action can be initiated.
This includes determining what and why it had occurred and what might prevent a
similar occurrence in the future.
2. To ensure that knowledge of occurrences is disseminated so that other persons and
organisations may learn from them.
2.18.2 Process
(a) Reporting time and retention
Reporting duration of a determined significant occurence is normally 72 hours. In case of an

emergency situation, reporting should be done by the fastest ways including an immediate
phone call.
Each reporting is filed under the Company Technical Records Control System described in
MOE 2.14.
MOE

02 16 Feb 2015
(b) Reporting & coordination
The reports of the occurences discovered during maintenance to the RB are mainly sent via
email and required attachements and coordinated as follows:
Reported Body: Reporting Reporting Means:

Coordinator:
EASA QA Manager FO.IORS.00044-004 (Technical Occurrence
Report Form) iaw MOE 5.01.
See: http://easa.europa.eu/iors/reporting.html.
Report to: report@easa.europa.eu.
Other competent QA Manager Email, fax or regular mail postage as instructed
authorities (if any)
Responsible design Engineering Email, fax or regular mail postage as instructed

organisation Manager
(TC/ STC Holder/
Designer/ Manufacturer)
Customer/Operator PPC Email, fax or regular mail postage as instructed

Manager
All issued defects are brought to the attention of the customer/operator for the specific
purpose of obtaining agreement on the status of the occurrence/defect. MOE 2.15 and MOE
2.16.10 is considered in setting communication with the customer/operator. Report must
contain pertinent and evaluation results produced during initial internal evaluations.
Supporting documents as photographs, specs, references to airworthiness specifications, etc.
are also appended to the file when reporting.
The findings of occurences discovered on AC or components maintenance are rectified iaw

approved technical data.
In order to prevent recurrance, any one or a combination of the followings listed (as non-
exhaustive) may be applied:
1. The repairs are performed iaw MOE 2.09,

2. The investigation is performed iaw MOE 2.25,
3. The inaccuracies and ambiguities in technical data is processed iaw MOE 2.27,
4. Any human error and necessary information is documented by the QA Manager and
disseminated within the organization including training units in order to insert situation
to the related training material as a “lesson learned”,
5. The precautionary measures are taken if the occurrence caused by any
tooling/equipment used during maintenance/operation,
6. The manufacurer or regulatory publications and if there are any new corrective or
precautionary actions available through the industry, those are also implemented as
shared/best practices.
Paragraph (c) of this process provides guidance as to what should be reported by an

organisation to the EASA prepared iaw AMC 20-8 as amended. The list of criteria provided
may be used as guidance for establishing which occurrences shall be reported by the
Company.
MOE

02 16 Feb 2015
(c) Reportable defects
The Company maintains a customised list adapted to its operation and the list is managed in
a file by the QA Manager. In establishing that customised list, the Company takes into
account the following considerations:
Reportable occurrences are those where the safety of operation was or could have been
endangered or which could have led to an unsafe condition. If in the view of the reporter an
occurrence did not hazard the safety of the operation but if repeated in different but likely
circumstances would create a hazard, then a report should be made. What is judged to be
reportable on one class of product, part or appliance may not be so on another and the
absence or presence of a single factor, human or technical, can transform an occurrence into
a serious incident or accident.
The following is a generic list. The list of examples of reportable occurrences offered below is
established from the perspective of primary sources of occurrence information in the
maintenance operations to provide guidance for the personnel in deciding what to report. This
list is neither definitive nor exhaustive and judgement by the reporter of the degree of hazard
or potential hazard involved is essential.
1. Incorrect assembly of parts or components of the aircraft found during an inspection

or test procedure not intended for that specific purpose.
2. Hot bleed air leak resulting in structural damage.
3. Any defect in a life controlled part causing retirement before completion of its full life.
3. Any damage or deterioration (i.e. fractures, cracks, corrosion, delamination,
disbonding etc) resulting from any cause (such as flutter, loss of stiffness or structural
failure) to:
a. primary structure or a principal structural element (as defined in the
manufacturers’ Repair Manual) where such damage or deterioration exceeds
allowable limits specified in the Repair Manual and requires a repair or
complete or partial replacement of the element;
b. secondary structure which consequently has or may have endangered the
aircraft;
c. the engine.
4. Any failure, malfunction or defect of any system or equipment, or damage or
deterioration found as a result of compliance with an Airworthiness Directive or other
mandatory instruction issued by a Regulatory Authority, when:
a. it is detected for the first time by the reporting organisation implementing
compliance;
b. on any subsequent compliance where it exceeds the permissible limits
quoted in the instruction and/or published repair/rectification procedures are
not available.
5. Failure of any emergency system or equipment, including all exit doors and lighting,
to perform satisfactorily, including when being used for maintenance or test purposes.
6. Non compliance or significant errors in compliance with required maintenance
procedures.
7. Products, parts, appliances and materials of unknown or suspect origin.
8. Misleading, incorrect or insufficient maintenance data or procedures that could lead to
maintenance errors.
9. Failure, malfunction or defect of ground equipment used for test or checking of
aircraft systems and equipment when the required routine inspection and test
MOE

02 16 Feb 2015
procedures did not clearly identify the problem when this results in a hazardous
situation.
MOE

2.19 Return of Defective Aircraft Components EASA Part 145 1 of 1
to Store Revision: Date:
02 16 Feb 2015
2.19 Return of Defective Aircraft Components to Store
A defective component is a component removed from the aircraft for any reason. Return of
defective aircraft components to store is managed as follows.
2.19.1 Tagging as Identification
Each component removed unserviceable from the aircraft during maintenance is identified
using an Unserviceable Tag, Form OT-038.
An Unserviceable Tag is filled, stamped and attached on the component after removal from
the aircraft by authorized technician if it has a reported defect or malfunction on any of the
logs or maintenance records. The component is delivered to store.
2.19.2 Information Generated
In any case described in 2.19.01, filling in the information as “removed from”, “position”, “date
of removal”, “reason for removal”, etc. are must as instructed by the tag narrative or by this
MOE procedure in minimum.
Each time a component is removed from the aircraft in base maintenance, a component
removal entry is made to component change records.
2.19.3 Handling, Movement and Storage of the Components
Authorized technician removes the defective component, Store personnel receive the
component.
Storage is managed iaw MOE 2.03.

MOE

2.20 Defective Components to Outside EASA Part 145 1 of 1
Contractors Revision: Date:
02 16 Feb 2015
2.20 Defective Component to Outside Contractors
A defective component is a component removed from the aircraft for any reason. Return of
defective aircraft components to Outside Contractors is managed as follows.
2.20.1 Identification of Defective Components
Components identified as unserviceable and identified this status with an Unserviceable Tag
(e.g., components returned to store iaw MOE 2.19 as unserviceable), are considered subject
to repair. Unserviceable Tag attached to the component identifies required work for the
component.
2.20.2 Control of Unserviceable Component Dispatch
Technical Supply Manager is responsible to send the defective parts to outside contractors for
repair/overhaul/calibration or exchange when the customer orders so. To select the proper
source of maintenance, MOE 2.01 procedure is employed. Technical Supply Manager takes
into account past experiences/records, capability lists, TAT, repair quality and pricing policy.
After selecting the repair facility, all shipment documents and Repair Order (Form OT-129) is
issued by Technical Supply Manager.
If the repair capability exists in-house iaw MOE 1.09 Scope of Work, the Store may issue a
customer work order (CWO) in the Company MIS (Wings).
Store is responsible for the packing of the component that provides protection from damage
and external contamination (when specified by OEM, ATA-300 spec container used) to be
sent to repair properly. Articles requiring special transportation limitations (e.g., wheels,
oxygen bottles, etc.) are handled in accordance with DGR requirements.
Technical Supply Manager is responsible for clearly defining all tasks to be performed on the
component, organizing and tracing the shipment of the unit back&forth the repair station and
monitoring the repair process.
MOE

2.21 Control of Computer Maintenance EASA Part 145 1 of 1
Records System Revision: Date:
02 16 Feb 2015
2.21 Control of Computer Maintenance Records System
All kinds of computer records are kept in the computer network. Each user has a personal
password for access in the computer network.
IT Department is responsible to keep an up-to-date list which is accessible to all users as

read-only and covering all access rights of users and departments.
Department managers determine the usage rights of the staff, request the usage rights per e-
mail from IT department and can grant approval for some of their files to be read by other
departments if necessary.
Backups of the maintenance records kept in the computer environment are taken with 24-
hour periods. Backups of one week that are are kept in a place safe from flooding, burglary
and fire and different place from a network main server.
Refer to MOE 2.14 for Technical Record Control.

MOE

2.22 Control of Man‐Hour Planning versus EASA Part 145 1 of 3
Scheduled Maintenance Work Revision: Date:
02 16 Feb 2015
2.22 Control of Man‐Hour Planning versus Scheduled Maintenance Work
The Company performs continuous analysis to prove that the manpower resources described
in MOE 1.07 is sufficient when performing maintenance via a maintenance man-hour plan
showing that the Company has sufficient staff to plan, perform, supervise, inspect and quality
monitor the organisation. The personnel reporting to the management is employed in
accordance with this man-hour plan which ensures that the Company has enough manpower
resources. The Company management structure is defined in MOE 1.03 and 1.05.
2.22.1 Management of Company Man-Hour Planning
(a) Preparation and revision
General man-hour needs (demand) and availability (supply) is established annually and
reviewed quarterly when necessary by planning in order to prepare the man-hour plans.
The man-hour plan is revised in accordance with
1. changes in manpower resources,

2. hangar visit plan,
3. contracts,
4. personnel competencies, and
5. commercial obligations.
(b) Demand analysis
The maintenance man-hour plan needs the anticipated maintenance demand for.
maintenance work load including all necessary work such as, but not limited to,
1. planning,
2. maintenance record checks,
3. production of worksheets/cards (in paper or electronic form),
4. accomplishment of maintenance, and inspection, and,
5. the completion of maintenance records.
When the Company cannot predict such demand, due to the short term nature of its
contracts, then such analysis should be based upon the minimum maintenance workload
needed for commercial viability.
(c) Supply analysis
When preparing the man-hour plans, the Company makes a supply calculation and
1. human performance limitations,

2. complexity of works,
3. contracted and subcontracted services,
4. net personnel working hours calculated considering
a. shift arrangements (when applied), and shift durations,
b. breaks,
c. trainings,
d. vacations,
e. sickness
are taken into account.

MOE

02 16 Feb 2015
(d) Qualification of the plans
In order to guarantee an output of a highly qualified and reliable man-hour plan, the analysis
is documented and put into force after QA manager check and approval.
2.22.2 Establishment of Man-Hour Availability versus Workload
The VP Technical is responsible to arrange plan manpower availability in accordance with

qualified man-hour plans. He is also responsible to control and arrange manpower in day-to-
day maintenance operations so that required man-hour for each skill is met.
(a) Aircraft Maintenance
i. Base Maintenance
Base maintenance man-hour need is established by planning based on the forecasted aircraft
hangar visit plan. The aircraft hangar visit plan is updated weekly, or when required, as per
maintenance ordered and market projections.
A weekly maintenance man-hour planning is performed and documented by PPC showing the
estimated man/hours required to perform the planned work. This document includes daily
calendar versus maintenance inputs in the hangar. Base maintenance supervisor uses this
document as input to coordinate day-to-day maintenance personnel assignments. These
assignments are declared to boardman by base maintenance supervisor and Boardman uses
this information to prepare daily zone distribution and task assignments.
Base maintenance man-hour plan is revised whenever aircraft maintenance is projected.
ii. Line Maintenance
Line maintenance man-hour need is established based on the forecasted aircraft flight
schedule by planning and work orders and weekly maintenance plans issued by PPC.
Line Maintenance supervisors in line stations are responsible of keeping day to day track of
latest flight schedule, planned work orders, and to plan the man power to perform any
maintenance due.
(b) Component Maintenance
Component maintenance man-hour need is established by Workshops Maintenance Manager

based on the number of forecasted component repair order projections managed by the same
department. The forecast is updated on a regular basis, or when required, as maintenance
needs ordered and market projections.
(c) NDT Inspections
NDT man-hour need is established by Workshops Maintenance Manager based on the

number of forecasted NDT order projections managed by the same department. The forecast
is updated on a regular basis, or when required, as per maintenance ordered and market
projections.
(d) Quality Monitoring including other Quality Functions
The quality monitoring and regulatory compliance function man-hour need is established by
the QA Manager in order to prove sufficiency to meet the requirement of 145.A.65(c) and
AMC 145.A.65(c). In terms of quality monitoring, the Company have full time auditors as well
MOE

02 16 Feb 2015
as part time assigned auditors having actually different job functions throughout the
organization qualified iaw MOE 3.06. Being a full time employee of the QA Department, other
quality functions, the time allocated to such functions are naturally taken into account in man-
hour planning and analysis.
(e) Significant Deviations
In the event that sufficient manpower is unavailable to meet a specific target, overtime and /or
contracted staff is allocated as necessary. Shortfalls more than % 25 in available man/hours
per month is immediately reported to the Quality Manager for review and re-qualification of
the plans, The situation is also reported to the Accountable Manager to have an ultimate
management decision.
MOE

2.23 Control of Critical Tasks EASA Part 145 1 of 5
Revision: Date:
02 16 Feb 2015
2.23 Control of Critical Tasks
Tasks endangering the safe operation of the aircraft if not performed properly are classified
as critical tasks.
2.23.1 Critical Task Identification and Marking
Such a task requires independent inspection to become complete when processed and
identified or marked as Requires Independent Inspection (in short, RII).
(a) Identification of RII tasks
Critical tasks may be identified in different phases of a maintenance. Since different phases of
maintenance is managed by different entities or units, identification duty is shared by those
accross the whole maintenance process.
Typically following actors define criticallity in a maintenance:
1. Customer/Operator.
Costomer/Operator may identify a task as critical and the company acts accordingly.
Customer/Operator issues customer work order where it may identify critical tasks
and maintenance performance requirements for each task ordered within customer
work order scope. (EASA Part M.A.402(a) specifies independent inspection
requirements.)
2. The Company Planning.

Planning identify tasks (Task Card Form OT-172, Engineering Order Form OT-025,
or Job cards) when processing customer work order and issuing task cards and
engineering orders corresponding to work scope content, to forward to the floor in
preliminary planning. Planning planners identify RII tasks considering MOE 2.23.02
and Customer/Operator identifications.
3. The Company Enginering.

In preparing an Engineering Order, some maintenance steps may fall into definition of
“critical task”. Such steps are identified by Engineering considering detailed
Engineering Order Preparation Instructions TT-MUH 2.10 and MOE 2.23.02.
Engineering also identifies RII on Task Card form OT-172.
4. The Company PPC.

PPC identify tasks (Task Card Form OT-172, Engineering Order Form OT-025, or
Job cards) when proecessing a task to forward to the floor in in-process planning.
PPC planners identify RII tasks considering MOE 2.23.02
5. The Company maintenance CS, SS, Qualified Mechanic or Qualified Inspectors

(Technician).
Technician identifies tasks (Non-Routine Work Order (NRWO) Form OT-012) when
issuing a NRWO iaw MOE 2.15 “Rectification of Defects Arising During Base
Maintenance procedure”. He identifies RII tasks considering MOE 2.23.02 during
performance of tasks forwarded by planning or PPC. Technician also identifies RII on
Job Card form.
When the operator/customer orders implementation of its own critical task system, both the
Company’s system (as in MOE 2.23.02) and Customer’s system shall apply.
MOE

Revision: Date:
02 16 Feb 2015
(b) Marking of RII tasks
Tasks identified as RII are marked in the following maintenance documentation forms. Form
filling instructions describe in detail how to mark RII tasks. Refer to below table:
Maintenance Documentation Instructions Marked by

Forms
Task Card TT-BKM 2.13C (usage) Engineer (on the MIS, forms
Form OT-172 including identification are
automatically generated by the
MIS)
Engineering Order TT-BKM 2.13A (usage) Engineer (on the form)
Form OT-025 Planner (on the MIS)
Non-Routine Work Order TT-BKM 2.13B (usage) Authorized Technician,
(NRWO) Engineer,
Form OT-012 or Planner
(depending on originator and
customer/operator
requirements)
Job Card TT-BKM 2.13D (usage) Authorized Technician,
Engineer,
or Planner
(depending on originator and
customer/operator
requirements)
When using Forms OT-025, particular maintenance task steps are indicated also with serial
dots ( . . . . ) or a similar indicator for independent inspection in the right hand side of the
“Done by” column. This field is usually named as “RII”.
2.23.2 Critical Task List
Below tasks are considered critical.
(a) General
General classification of critical tasks are as follows:
 Airworthiness Directives
 Tasks coming through MPD/MRB safety route
 Mandatory Service Bulletins and Engineering Orders/Work Orders
 Airworthiness limitations like CDCCL tasks
 EWIS tasks
 Masking and their removals from aircraft body painting or touch ups
 Tasks falling into ones listed in paragraph (b).
In addition to this general classification, Quality Manager may ask for identification of any task
as critical that falls into below:
 Previous experiences of maintenance errors, depending on the consequence of the

failure,
 Information arising from the ‘occurrence reporting system’ (refer to MOE 2.18 and
2.25)
 Authority requirements for error capturing, when applicable.
MOE

Revision: Date:
02 16 Feb 2015
(b) List of tasks which are considered as critical in maintenance
This list is prepared in ATA chapter basis in order to simplify identification of critical tasks.
Task ATA
Unscheduled maintenance checks 05

Tests with Cabin Pressurizing iaw MOE 2.24.03. 21
CVR installation, tests and adjustments. 23
Main Batteries and Battery Chargers installation, tests and adjustments. 24
Escape Slide/Slide Raft ınstallations. 25
Fire detection and fire extinguishing system defect rectifications, tests after 26
component removals and installations.
Defect rectifications on flight controls and systems, component/part installation, 27
adjuctments and tests.
Fuel system component installation and tests, CDCCL works, fuel leak repairs. 28
Hydraulic system pumps (Engine Driven and Electrical Pumps, Power Transfer 29
Units) installation and tests, hydraulic leak repairs.
FDR installation, adjustment and tests. 31
Landing Gear components (including wheels and brakes) installation, 32
adjustment and tests, Landing Gear operation, down locking and steering
system defect rectifications.
Pitot Static part replacement, Standby Altimeter, Airspeed Indicator installarion, 34
adjustment and system tests.
Inspection for obstruction after exterior aircraft washing or any work in the area
that require covering the ports are also considered as critical task.
Crew Oxygen System component/part replacement, tests after replacements, 35
oxygen leak repairs.
APU compartment inspections after APU removal, APU installation and tests. 49
All structural repairs in ATA 51, 52, 53, 54, 55, 57, 71 thru 80. 51, 52,
53, 54,
55, 57,
71-80
Pylon installation, test and inspections. 54
Cockpit Windows inspections, defect evaluations, installations and tests. 56
Engine defect rectifications in ATA 71 thru 80, Engine LRU parts and 71-80
components installations, adjustments, tests after installations, engine run-ups
iaw MOE 2.24.02.
(c) Exceptions
Following tasks which may be falling in (a) or (b) are not considered as critical:
 Visual inspections
 Detailed visual inspections
 NDT inspections
 Borescope inspections in engines or APUs
2.23.3 Application of Independent Inspections
An RII is an inspection to the critical tasks during performance and sign off iaw MOE 2.16.08
“Sign off after maintenance task completion”. Therefore this paragraph must be applied with
the provisions written therein.
MOE

Revision: Date:
02 16 Feb 2015
Tasks marked as RII iaw MOE 2.23.01(b) are subject to independent inspection. The
following must be applied as a kind of checklist in each such case:
 An independent inspection is carried out by another competent technician than the

one performing the job, to ensure correct assembly, locking and sense of operation.
 First technician signs off the “done by” field, second technician signs off the second
column (usually named as “RII”) which proves independent inspection is performed.
 For the situations where the company task cards are not issued and there is no
second field for the second technician, independent inspection is performed and
signed off by the second technician nearby at the right side of the task “done by” field,
with the keyword “Inspected” is handwritten below the sign off.
 Records of the inspection contain the sign off of both technicians.
 An independent inspection is first made by the technician signing off the task who
assumes full responsibility for the satisfactory completion of the work, before being
subsequently inspected by a second independent competent technician who attests
to the satisfactory completion of the work recorded and that no deficiencies are found.
 The qualifications and experience of the second competent technician is directly
assessed by SS, the person certifying not only this specific task, but also the whole
maintenance. SS, takes into account the second technician’s training and experience.
Also the personnel performing critical tasks must be physically and mentally fit for the
task. The ultimate responsibility belongs to CS when assessing the technician as
competent. In Line Maintenance SS should be interpreted as CS.
 Independent inspector observes the task performance. It is not acceptable for the first
technician signing off the task to show the person performing the independent
inspection how to perform the inspection at the time the work is completed. This
means the second technician inspects without the influence of the first.
2.23.4 Multiple Systems Tasks
The purpose of this procedure is to minimise the rare possibility of an error being repeated
whereby the identical aircraft components are not reassembled thereby compromising more
than one system. This paragraph is to prevent the systematic and repetitive human errors of
simultaneous maintenance on such similar systems. Such tasks are also marked as critical.
Examples:
 The remote possibility of failure to reinstall engine gearbox access covers or oil filler
caps on all engines of a multi-engined aircraft resulting in major oil loss from all
engines.
 The case of removal and refitment of oil filler caps, which should require a re-
inspection of all oil filler caps after the last oil filler cap has supposedly been refitted.
 The case of servicing of IDG on multiple engines.
 The case of servicing of engine starters on multiple engines.
 The case of removal and installation of multiple engine borescope port covers.
 The case of replacement of fuel filters in both engines.
 The case of inspection of chip detectors on both engines.
 etc.
For these systems, to ensure that similar maintenance errors do not occur on disassembly
/reassembly of several components of the same type on the same aircraft during a particular
maintenance check, tasks cannot be performed by the same technician. However, since such
tasks are marked as critical, they are subject to an independent inspection. Same
independent inspector may inspect both tasks.
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Revision: Date:
02 16 Feb 2015
Supervisor/Boardman is responsible for distribution of such tasks among technicians.
CS is responsible for verifying before CRS that such tasks distribution is proper. In case
proper distribution is failed, CS cannot sign the CRS and turns the tasks back for proper
performance.
2.23.5 Workshop Maintenance Tasks
When a section or parts of a workshop unit or component of the flight safety critical items will
be concealed during assembly and cannot be proven during inspection and functioning test in
the bench or when installed in the aircraft, workshops manager may define independent
inspection steps. Inspection is performed by relevantly authorized workshop technician.
Workshops manager, in coordination with the workshop supervisor and engineer is

responsible for ensuring that workshop critical tasks are identified and highlighted in the Shop
Action Order Form OT-141 during preparation. Workshops CS is responsible that these
independent inspections are carried out by qualified and authorized technician.
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2.24 Reference to Specific Maintenance EASA Part 145 1 of 14
Procedures Revision: Date:
02 16 Feb 2015
2.24 Reference to Specific Maintenance Procedures
Specific maintenance procedures are described in this section of the MOE. These procedures
are used in those cases where specific instructions from the approved manufacturer’s
manuals are not present and/or additional instructions are considered necessary by the
Company
Specific maintenance procedures are listed as follows.
2.24.1 Work away from base or work shop including occasional Line maintenance as
per 145.A.75
2.24.2 Engine Run up
2.24.3 Aircraft Pressure Run (Cabin Pressurizing)
2.24.4 Aircraft Towing
2.24.5 Aircraft Taxiing
2.24.6 Technical Wash
2.24.7 Aircraft De-Icing
2.24.8 Handling and Control of Waste Materials
2.24.9 Scrapping of Parts
2.24.10 ESD Program

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02 16 Feb 2015
2.24.1 Work away from base or work shop including occasional Line maintenance as
per 145.A.75
Maintenance away from the facilities out of the ones defined in MOE 1.08 is called "Work
Away", and may be performed when these conditions are satisfied:
1. A clear work order requesting Work Away, is accepted,

2. Up to date approved technical data is used,
3. Job is performed by the authorized personnel,
4. Required tools, equipment and material is ready on site,
5. The required facility and environmental conditions are met,
6. A clear QA Manager approval on work away for the specific case,
7. EASA is notified before start of work.
The person to whom a work away authorisation is issued has been provided with all the
necessary information and guidance relating to maintenance data and any special technical
instructions associated with the specific task undertaken.
This compliance must be evaluated in each case prior to accepting and commencing the work
and assessed against the specific requirements related to the Scope of Work described in
MOE 1.09.
These services are provided on a case by case basis, when need arises, such as but not
limited to, a corrective action upon an aircraft defect after base maintenance/defect
rectification, as an answer to a warranty claim, etc.
QA Manager is responsible for evaluation and written approval of Work Away. This approval
is considered as part of maintenance records.
NDT inspections and in-situ NDT inspection releases are not considered within the “work
away” procedure. These works are normal inspection activities when required resources
appropriately supplied during the process and do not require QA Manager approval when
performed away.
The place Work Away provision is applied is clearly indicated in the technical records.
Because of its exceptional nature, a work away case cannot be considered as line
maintenance though line maintenance release is permitted under work away process. It is
important to note that, no line maintenance agreement under base maintenance scope of
work can be signed unless line maintenance privileges clearly obtained, documented in MOE
1.09 and exposed explicitly on approval schedule.
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02 16 Feb 2015
2.24.2 Engine Run up
Engine run up is performed by authorized technician on subject engine type. After

replacement of an engine, troubleshooting or part replacement on an engine, etc. the engine
run up may be required by maintenance data.
Technician authorization for engine run up is given in two different levels as follows;
1. Engine Idle Run: Authorized technician may run the engine only at idle status.
2. Engine Run up: Authorized technician may run the engine at all power values (idle,
run-up, high-power run etc.).
The term “Engine Run Up” represents any one or a combination of the followings:
1. Starting the engine

2. Operating the engine,
3. Checking engine performance characteristics,
4. Normal and emergency engine operation,
5. Engine full power assurance,
6. Associated safety precautions and procedures.
For engine run-up training, simulators and/or real aircraft should be used.
If run up requires high-power run/full power assurance, another technician (not necessarily
having an engine run up authorization) authorized on subject aircraft/engine type must be
available to observe engine run up in the cockpit.
Authorized technician in run-up command is responsible for taking all necessary safety
actions according to AMM and all other technical data, contacting ATC to obtain required
permissions.
If no authorized technician is available, engine run up can be performed by operator’s pilot.

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02 16 Feb 2015
2.24.3 Aircraft Pressure Run (Cabin Pressurizing)
When required (such as but not limited to, after a troubleshooting in the cabin pressurizing
system, maintenance data requirement after replacing a component or after a structural repair
on the pressurized zone of the structure, etc.), aircraft pressure run may be performed by
competent technician on aircraft. Another competent technician on subject aircraft type must
be available to observe pressure run in the cockpit as inspector/observer of pressure run.
Competent technician is responsible for applying all of the measurements written in AMM and
only AMM references is used for pressure run.
Whoever attends the pressure run test for any reason, he should not have serious health
problems.
The maximum value of the cabin pressure permitted on ground is 5.0 psi. For higher
pressures, the aircraft should perform a dedicated flight.
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02 16 Feb 2015
2.24.4 Aircraft Towing
When the park position or place of an aircraft is changed, the aircraft may to move towards its
new parking place using an external towing tractor. The process of so moving is called
“Aircraft Towing”.
Necessary authorizations for aircraft towing process:
1. Tractor operator:
Staff who have been provided with towing driving license and authorized.
2. Cockpit technician:
-Technician holding the type training of the aircraft to be towed.
3. Interphone officer:
Staff assuring the communication between Tractor Operator and Cockpit Technician
who knows ICAO standard marshaling signs.
4. Marshallers:
Staff communicating with Interphone Officer or tractor operator with ICAO marshaling
signals to avoid aircraft to crash another aircraft, vehicle, item and/or building
approaching on movement on the ground.
NOTE: All of the staff to be employed in Aircraft Towing must have the knowledge of
ICAO Standard marshaling signals.
Procedure
Cockpit technician has overall responsibility for taking all the required actions in accordance
with AMM. He ensures that external condition of the a/c is in AMM standards. Tow bar and
tractor to be used meet the standards. Relevant staffs are in the work place.
Cockpit technician sits in captain (left) seat and after fulfilling the AMM requirements, ask ATC
(tower) for permission of towing. After permission is granted by ATC, Tractor operator is
informed via Interphone officer for the route to be followed.
He shall continue to communicate with ATC, Tractor officer and interphone officer as required
to ensure successful towing.
Interphone officer organizes the towing process by evaluating the information provided by
Cockpit, Tractor Operator or Signalers. According to this evaluation, he leads a safe towing
process by giving directives to other staff.
Tractor operator starts moving, proceeds and ends the towing process in accordance with the
directives given by Interphone Officer. During the towing process, Tractor operator applies all
of the directives given by Interphone Officer.
Signalers, during the aircraft's towing, forwards information to Interphone Officer with ICAO
standard hand signals to avoid aircraft's tail or wings to crash another aircraft, vehicle and/or
approaching to building in a dangerous way.
When the towing process is completed, Cockpit technician informs ATC and ensures all
requirements are in AMM are applied before leaving the aircraft.
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02 16 Feb 2015
2.24.5 Aircraft Taxiing
The Company staff is not authorized for taxiing an aircraft for any reason. When required, it
should be performed by operator’s pilot.
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02 16 Feb 2015
2.24.6 Technical Wash
External cleaning of aircraft is performed iaw AMM procedures. Health and environmental
protection measures should be taken.
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02 16 Feb 2015
2.24.7 Aircraft De-Icing
De-icing activities of aircraft are carried out in accordance with applicable AMM procedures
and operator’s instructions.
Inspections shall be carried out for removal of de-icing/anti-icing fluid residues as required.
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02 16 Feb 2015
2.24.8 Handling and Control of Waste Materials
Refer to SEC-TII-016 procedure.

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02 16 Feb 2015
2.24.9 Scrapping of Parts
1. OBJECTIVE
To define the procedure of scrapping of parts, components and materials in the company.
2. SCOPE
All parts, components and materials processed for the maintenance activities within the
company.
3. DEFINITIONS
LRE: Document issued by Airbus, short for “List of Radioactive and Hazardous Elements”.
CMM: Component Maintenance Manual (by Manufacturer).
Unsalvageable: Term stating prohibition of a component to re-enter aviation supply system

unless a solution has been approved in accordance with Part-21.
Standard Part: Part manufactured in complete compliance with an established industry,

Agency, competent authority or other Government specification which includes design,
manufacturing, test and acceptance criteria, and uniform identification requirements. The
specification should include all information necessary to produce and verify conformity of the
part. It should be published so that any party may manufacture the part. Examples of
specifications are National Aerospace Standards (NAS), Army-Navy Aeronautical Standard
(AN), Society of Automotive Engineers (SAE), SAE Sematec, Joint Electron Device
Engineering Council, Joint Electron Tube Engineering Council, and American National
Standards Institute (ANSI), EN Specifications etc.
Consumable Material: Any material which is only used once, such as lubricants, cements,
compounds, paints, chemicals dyes and sealants etc.
Rotable: Repairable spare part that can be repeatedly and economically restored to a fully
serviceable condition.
Component: Any component part of an aircraft up to and including a complete powerplant and
any operational or emergency equipment.
Donation: Getting out of ownership for various reasons (training, exhibition, etc.).
4. REFERENCES
MOE 2.03 Storage, Tagging and Release of Aircraft Components and Material to Aircraft
Maintenance,
MOE 2.24.08 Handling and Control of Waste Materials
OT-037 Scrap Material Form
OT-038 Unserviceable Component Tag
OT-060 Scrap Candidate Material List
OT-061 Scrap Material Disposal Form
OT-293 Scrap Material Delivery Form
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02 16 Feb 2015
5. PROCEDURE
.1 Materials Scheduled for Scrap
A part, component or material is subject to a scrap disposition process after technical

consultation as “beyond economical repair” or "impossible to repair" from either of;
a) An external workshop decision specialized in repair of subject part or component,

b) An internal decision (scrap review decision) made internally by Engineering,
Supply, etc.
After such consultation, the part, component or material is entered in OT-060 form for
further actions.
.2 Customer Decision
A part, component or material on Scrap Disposition is made, is subject to a Customer

Decision before any further action. Customer may decide either of the followings:
a) Return to customer, or
b) Scrap on site..
In case “Return to Customer” decision is made, the item is directed to customer after
proper records completed and signed including OT-037, OT-038 and OT-060. The
company keeps the delivery records within the maintenance records as required by
the MOE.
In case “Scrap on site” decision is made, Storage Process requirements must be met.
.3 Storage Process
In case “Scrap on site” decision is made, the item is stored in Scrap Store Area where
segregated from other stored items until disposal. The item is accompanied by OT-
037 and OT-038 while being kept in Scrap Store Area.
.4 Disposal
Various disposal methods are applied depending on the nature of the item. Some
items have specific disposal requirements that need to check related documents
including LRE, CMM, etc. before mutilation. Cases are listed and the methods are
explained below:
a) Components and Rotables:
Item is disposed by either of the following methods in accordance with

manufacturer’s instructions taking into account LRE, CMM and related other
requirements..
 Cutting into two or more sections

 Burning
 Return to vendor
 Melting
 Any other appropriate method suitable for the type of component being
discarded
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02 16 Feb 2015
A component may be scrapped at shops of the company or at the approved

external shops which the component is sent for maintenance. A scrap record is
produced by filling and signing OT-061.
b) Standard Parts:
i. Washer, nut, insert, bolt, and similar items:
Item is transferred to waste.
ii. Filter, bearing, cell, tie-bolt, rubber products and similar items:
Item is mutilated (by cutting, welding, drilling, etc.)
c) Consumables – rugs, chemicals, liquids and similar:
Item delivered to the EHS (Environment, Health and Safety) unit with the form
OT-293.
These items are processed in accordance with MOE 2.24.08 Handling and
Control of Waste Materials.
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02 16 Feb 2015
2.24.10 ESD Program
This procedure aims to set a program when handling aircraft computers sensitive to
Electrostatic Discharges (ESD).
(a) References
1. The ARINC 606A (12-Nov-2004) contains an "ESD Control Program" with a specific
Chapter applicable to Maintenance & Repair Organizations.
2. AMM 20-15-00 of the aircraft manufacturer.
(b) General
There is no exhaustive list of ESD sensitive components. However, we can consider that all
components incorporating electronic devices are more or less sensitive to electrostatic
discharges, although they may be protected by design from aggression coming from the
connector.
Today’s aircraft manufacturer equipment specifications require that LRU's shall not need ESD
handling precautions unless opened (in shop) or unless being Printed Circuit Boards without
housing.
Apart from some specific parts, aircraft LRU's are not sensitive by design, to human
originated Electro-Static Discharges on their connectors. Nevertheless, some exceptions
remain for which specific maintenance procedures apply, as described in the manufacturer
AMM applicable to the removal/installation of these parts.
(c) Handling in A/C
Concerning the handling of LRU's in the aircraft, the applicable precautions for every
electronic LRU are given in the manufacturer AMM chapter 20-15-00.
1. As indicated in AMM, some units may require additional precautions like putting the
blanking caps on their connectors.
2. There is also for example, the specific case of the Printed Circuit Boards without their
own housings (examples include but not limited to PISA-Passenger Interface and
Supply Adapter, PSU- Power Supply Unit, Cabin & Flight Crew Call system, etc.)
which require precautions as per AMM.
3. The OBRM's which are not LRU's, require specific precautions (For example Airbus
SIL 00-022).
(d) Handling in shop.
The technician take the same handling precaution for every electronic components and parts,
when opening them and working on them. The precautions regarding human generated
Electro-Static Discharges while working on electronic equipment are ruled up by the
equipment CMM. Technician ensures that the workstation is designed in such a way that the
CMM requirements can be applied for the LRU's intended to be handled in the workstation.
For more details the operator can refer to the CMM of each computer. These CMM's may in
turn refer to standard ESD prevention techniques: wrist bonding for operators, anti-static foam
for the electronic components.
(e) Handling in Incoming Inspection and Store
1. ESD sensitive devices are handled using grounded wrist straps and conductive mats
on the table or on the floor.
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02 16 Feb 2015
2. Parts should be packaged with ESD approved conductive packaging and when
required, sealed with conductive tape.
3. ESD sensitive parts should not be stored with carpet, foam, vinyl or any other
material that can store or produce an electrical charge.
4. Appropriate warning signs and decals are placed in areas where ESD sensitive parts
handled.
5. Wrist straps and earthing mats should be tested and recorded at regular intervals.
Such test results should be recorded and kept in the stores.
MOE

2.25 Procedures to detect and rectify EASA Part 145 1 of 3
maintenance errors Revision: Date:
02 16 Feb 2015
2.25 Procedures to detect and rectify maintenance errors
2.25.1 Objective
The objective of this procedure to set a management system to support Safety Management
System (SMS) that make use of any means to detect and rectify maintenance error;
1. to enable the collection and evaluation of occurence reports, including the

assessment and extraction of those occurrences,
2. to document incident, accident and maintenance errors including time and location of
the occurrence, and all details needed to identify the factors contributing to such
event,
3. to benefit from any incident, accident or maintenance error to make the system
resistant to similar errors,
4. to enable and encourage free and frank reporting of any (potentially) safety related
occurrence, in order to develop a Positive Safety Culture (Just Culture) to capture the
operational knowledge and experience of emloyees and involve the employees in the
safety achievement process,
5. to ensure that such personnel reporting deviations or safety related issues will be
protected from penalty or reprisal action,
6. to identify factors contributing to incidents and use it to make the system resistant to
similar errors,
7. to feedback to reportees, both on an individual and more general basis, to ensure
their continued support for the scheme,
8. to identify adverse trends, corrective actions taken or to be taken by the organisation
to address deficiencies and include evaluation of all known relevant information
relating to such occurrences and a method to circulate the information as necessary.
This system aims to detect and rectify maintenance errors that could, as minimum, result in a
failure, malfunction, or defect endangering the safe operation of the aircraft if not performed
properly.
In order to determine the work items to be considered, the following maintenance tasks
should primarily be reviewed to assess their impact on safety:
1. Installation, rigging and adjustments of flight controls,

2. Installation of aircraft engines,
3. Overhaul, calibration or rigging of components such as engines, transmissions and
gearboxes.
2.25.2 Process
(a) Reporting & Detecting Maintenance Errors – Internal Occurence Reporting

System
Maintenance error detection can be carried out;
1. by the observation of the errors, by the technicians themselves,

2. by the controls carried out on the maintenance task application,
3. by the quality audits carried out by the quality system,
4. by analysis of flight incident, delays, pilot reports.
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02 16 Feb 2015
Additional information should also be processed, such as:
1. previous experiences of maintenance errors, depending on the consequence of the

failure,
2. ınformation arising from the ‘occurrence reporting system’ running iaw this procedure,
3. EASA requirements for error capturing.
The Company has established an internal occurrence reporting system by using and filling the
 OT-270, Base/Shop Maintenance Internal Occurence Report Form in BM,

 OT-039 Delay/Defect/Damage Report Form in LM.
It is the responsibility of all staff to report occurrences and maintenance errors detected
during any maintenance process. Each staff working in maintenance is responsible for
forwarding such report form filled to his immediate supervisor. Besides this, staff may forward
such forms to Quality Manager using any means (email, dropbox, or handover) when he
needs privacy without disclosing his name on the form. Any manager receiving such an
internal occurrence report form, forwards a copy to Quality Manager for central database
collection purpose.
It is not possible to define precisely every significant hazard which requires reporting. What is
judged to be reportable on one class of aircraft may not be so on another and the absence or
presence of a single factor, human or technical, can transform a minor occurrence into a
significant hazard or an accident. Judgment by the reporter of the degree of hazard or
potential hazard involved is therefore essential in many cases. So, the reportables such as
but not limited to below listed items may be reported;
1. fires,
2. uncontained engine failures,
3. in flight shut down,
4. critically low fuel states,
5. close proximity between aircraft,
6. any damage to aircraft structure whether or not the damage was minor or major,
7. any damage to aircraft components whether due to technical failure or improper
handling and or storage,
8. any injury to personnel regardless whether the person required hospitalization,
9. any problem related to shift handover or lack of communication,
10. any problem which was related to task interpretation which resulted or could have
resulted in task quality degradation,
11. any problem resulting from missing or use of wrong data,
12. any problem resulting from missing/unavailable or wrong tools, facilities or qualified
personnel,
13. etc.
(b) Investigation
Investigation is performed by means of different investigation methods, such as, but not
limited to MEDA, 8D (Eight Disciplines), DIVE, etc. Each method uses similar investigation
tools like cause-effect diagrams, fishbones, poka-yoke mistakeproofings, relentless root
cause analysis, 5-why analysis, etc.
An investigation need is identified by QA Manager or another member of the Quality

Management System as defined in MOE 1.03.
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02 16 Feb 2015
(c) Records
Investigation process and meetings thereof are recorded in hardcopy or softcopy and kept as
maintenance records.
(d) Feedback to staff
An immediate feedback to reporting staff is vital and this is performed by his manager or
Quality Manager in person when so reported.
A semi annual and annual report will be issued regarding the reporting system. It shall contain
a summary of the reported incidents with an indication of the trends. It shall also show a
graphical presentation on relation between each factor to give management a generalized
view.
The conclusion of investigation of these reports will be passed to the training center to use
those data in the course of conducting continuation training for certifying staff and support
staff.
(e) Management analysis and actions in response to occurrence findings
Management staff as defined in MOE 1.03 is responsible for incorporating the results and
decisions of investigations as follows.
1. Teaching the cases and consequences to their staff,

2. Coordinating the common actions throughout the Company,
3. Taking into account actions of poka-yoke mistake proof suggestions and
4. Other necessary actions to prevent recurrence
MOE

2.26 Shift-Task Handover Procedures EASA Part 145 1 of 4
Revision: Date:
02 16 Feb 2015
2.26 Shift-Task Handover Procedures
2.26.1 Objective
Shift-task handover is considered a risk factor for communication and work continuity
problems between the outgoing person and incoming person, and may have negative effects
to the quality and safety. The objective of defining the system for shift-task handover process
is to guarantee the continuity of maintenance and inspection work. The Company policy is to
perform best handover during shift-task deliveries to assure quality and safety.
(a) Shift handover
Shift work is an employment practice designed to make use of, or provide service across, up
to all 24 hours of the clock each day of the week. The practice typically sees the day divided
into "shifts", set periods of time during which different groups of staff take up their posts. The
Company may apply shift system in order to augment the effectiveness of the manpower
resources it have.
(b) Task handover
Task handover is considered a risk factor for communication and work continuity problems,
and may have negative effects to the quality and safety.
2.26.2 Process
In order to ensure human factor minimization on achieving quality and safety this process is
run every time a task is handed over.
Effective task and shift handover depends on three basic elements:
 The outgoing person's ability to understand and communicate the important elements
of the job or task being passed over to the incoming person.
 The incoming person's ability to understand and assimilate the information being
provided by the outgoing person.
 A formalized process for exchanging information between outgoing and incoming
persons and a planned shift overlap and a place for such exchange to take place.
(a) Base Maintenance
i. Recording of task handover
Main recording elements of the handover are:
1. Task Card
2. Job Card
3. Engineering Order
4. Non-Routine Work Order
5. Job Handover Form OT-324
Hen an unfinished job is handed over to another technician, the form instructing the steps of
the job is marked with the handover step including identity and date of handover on. A Job
Handover Form OT-324 is filled and sticked on the same form where the following information
is transferred:
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Revision: Date:
02 16 Feb 2015
1. Aircraft registration
2. Maintenance Type
3. Task no
4. Date
5. Last performed step
6. Raised NRWO, if any
7. Installed tool on aircraft
8. Required part
9. Part status (order/shop)
10. Shop info
11. “Handover from” person identity
12. “Handover to” person identity
Any additional data is transferred to incoming person including facility status, work status,
manning status, outstanding issues and other possible issues on the recording form. Refer to
maintenance documentation form instructions for filling instructions as follows:
Maintenance Documentation Forms Instructions
Task Card TT-BKM 2.13C (usage)

Form OT-172
Engineering Order TT-BKM 2.13A (usage)
Form OT-025
Non-Routine Work Order (NRWO) TT-BKM 2.13B (usage)
Form OT-012
Job Card Form TT-BKM 2.13D (usage)
ii. Responsibility
Team leader remains responsible for a OT-324 form filling and attaching appropriately to the
related task card/job card/engineering order/NRWO. Team leader also remains responsible
for informing related SS about details for handover.
iii. Shift case
When shifts are applied in operations, all incomplete tasks should be informed by details to
team leader/supervisor to be entered to Handover Register Book (with name of responsible
staff, date, reference of the procedure used and last completed step as possible) to inform the
incoming shift. Handover Register Book shall be signed by both outgoing and incoming
supervisors. Additionally, verbal transfer and explanation of written information shall be done.
Handover Register Book completion is the responsibility of the outgoing personnel.
When possible, team leaders or support staff should be the same person(s) for similar tasks
and successful handover.
Significant tasks and problems should be highlighted on handover book to alert the incoming
shift.
A suitable place (such as dedicated board/room of the supervisor) should be selected for all
handovers.
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Revision: Date:
02 16 Feb 2015
Outgoing shift supervisor should not leave the work area unless written AND verbal handover
is successfully completed AND handover register book is signed. Additionally, a phone list of
all outgoing shift staff should be available for incoming staff.
Sufficient time (15-30 minutes) will be good for incoming shift supervisor to be earlier at
handover area to handover the handover book and significant items.
If a task is incomplete, NRWO may be issued for task to allow outgoing staff record name,
reference of the procedure used, last completed step and approval of him by his stamp on the
NRWO as possible.
To ensure continuity, the policy of SIGN-AS-YOU-GO is strictly followed. When an incomplete

task is continued, incoming staff should check/inspect last 2 steps and then complete the task
by following handover point. Sign-off completion is the responsibility of the personnel
completing the specific step.
(b) Line Maintenance
i. Recording of task handover
Main recording elements of the handover are:
Shift Report
Task Card / Job Card
Engineering Order / Work Order
Non-Routine Work Order
When an unfinished job is handed over to another technician, the form instructing the steps of
the job is marked with the handover step including identity and date of handover.
Refer to maintenance documentation form instructions for filling instructions as follows:
Maintenance Documentation Forms Instructions
Engineering Order TT-BKM 2.13A (usage)

Form OT-025
Non-Routine Work Order (NRWO) TT-BKM 2.13B (usage)
Form OT-012
Task Card TT-BKM 2.13C (usage)
Form OT-172
Any additional data is transferred to incoming person including facility status, work status,
manning status, outstanding issues and other possible issues using the Shift Report thru the
link http://teknik.onurair.com.tr and automatically sent to required addresses.
ii. Responsibility
Shift Supervisor remains responsible for complete transfer of any information necessary for a
healthy handover.
iii. Shift Handover
When shift is handed over, all incomplete tasks should be reported by details to Shift
Supervisor to inform the incoming shift. Shift Supervisor issues the Shift Report to inform the
incoming shift about the all completed and handed over works performed at the end of his
shift. Additionally, verbal transfer and explanation of written information shall be done.
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Revision: Date:
02 16 Feb 2015
Significant tasks and problems should be highlighted in the Shift Report to alert the incoming
shift.
A suitable place (such as room of the Supervisor) should be selected for the handover.
Outgoing shift supervisor should not leave the work area unless written AND verbal handover
is successfully completed AND Shift Report is issued. Additionally, a phone list of all outgoing
shift staff should be available for incoming staff.
Sufficient time overlap (15-30 minutes) will be good to discuss the significant items.
If a task is incomplete, NRWO may be issued for task to allow outgoing staff record name,
reference of the procedure used, last completed step and approval of him by his stamp on the
NRWO as possible.

task is continued, incoming staff should check/inspect last 2 “action” steps before the
handover point and then continue. Sign-off is the responsibility of the personnel completing
the step.
(c) Work Shop Maintenance
i. Responsibility
Certifying Staff remains responsible for complete transfer of any information necessary for a
healthy handover.
ii. Shift Handover
Any data is transferred to incoming certifying staff including semi-finished product, facility
status, work status, manning status, outstanding issues and other possible issues using the
Workshop Job Compilation Form (OT-XXX)
When shift is handed over, all incomplete tasks should be reported by details to the incoming
shift. Certifying Staff issues the Workshop Job Compilation Form (OT-XXX) to inform the
incoming shift about the all completed and handed over works performed at the end of his
shift. Additionally, verbal transfer and explanation of written information shall be done.
Significant jobs and problems should be highlighted in the Shift Report to alert the incoming
shift.
Sufficient time overlap (15-30 minutes) will be good to discuss the significant items if possible.

task is continued, incoming staff should check/inspect last 2 “action” steps before the
handover point and then continue. Sign-off is the responsibility of the personnel completing
the step.
(d) Training of personnel in the process
Personnel training is managed in accordance with Training Management Procedure TPM-

EGT 0.3.7 and Training Standards as referred therein. This training includes the forms and
usage instructions as referred in above paragraphs.
MOE

2.27 Procedures for Notification of EASA Part 145 1 of 2
Maintenance Data Inaccuracies and Revision: Date:
Ambiguities to the Type Certificate Holder 02 16 Feb 2015
2.27 Procedures for Notification of Maintenance Data Inaccuracies and Ambiguities

to the Type Certificate Holder
2.27.1 Maintenance Data Inaccuracies and Ambiguities
A “Maintenance Data Inaccuracy” is the quality or fact of having maintenance data

parts/sentences that are not correct or exact and constitute suspect when interpreting it for
use during a maintenance operation.
A “Maintenance Data Ambiguity” is the possibility to express more than one interpretation of
information, in maintenance instructions, words, illustrations, pictures, or other material in any
media that lowers the desired level of specificity required during a maintenance operation.
The Company set policy of “no inaccuracy tolerance” and “no ambiguity tolerance” In order to
avoid maintenance errors originating from Maintenance Data Inaccuracies and Ambiguities. In
order to conduct maintenance operations iaw this policy, following procedure applies.
2.27.2 Procedure
Any inaccurate, ambiguous or incomplete maintenance data, such as AMM, CMM, IPC, SRM,
NTM, SB, VSB, AD, STC or Part 21 approved data or maintenance document, such as task
cards, EOs and WOs as defined in MOE 2.08 is immediately reported to Engineering
Department by the user preferably with an Engineering Investigation Request Form (EIR,
Form No OT-016) or by e-mail.
Engineering Department shall initiate an investigation process on the same and do one of the
following:
(a) If the source of the maintenance data is OEM, Vendor, Authority, STC Holder or
Part 21 Approved Organisation, the procedure is as follows:
1. Report it to the originator iaw MOE 2.18.

2. Ask for advance corrected instruction.
3. Ask for corrective action.
4. Provide the Documentation System with corrected data or instructions.
5. Inform user.
(b) If the originator of the Maintenance Data is Engineering, the procedure is as

follows:
1. Correct the data.

2. Provide it to Planning, who will then provide it to the end user.
(c) If the originator of the Maintenance Data is one of the Planning, or PPC, the
procedure is as follows:
1. Advise related department to correct the document and to provide it to the user.
2. Advise the department of origin to the user.
(d) If task cards, EOs, WOs issued and furnished by customer/operator, the
procedure is as follows:
1. Report it to the customer iaw MOE 2.18.

2. Follow-up with customer until the document is corrected as necessary.
MOE

2.27 Procedures for Notification of EASA Part 145 2 of 2
Maintenance Data Inaccuracies and Revision: Date:
Ambiguities to the Type Certificate Holder 02 16 Feb 2015
3. Provide the corrected document to Planning to transmit it to user.
(e) Records:
The Engineering Investigation Request file and attachments including the form and
the supporting documents are kept in Engineering iaw MOE 2.14 until the time case
is resolved and file closed.
The advance copies of the maintenance data shall be inserted to the server by
Documentation Department.
2.27.3 Impact Assessment of Inaccurate or Ambiguous Maintenance Data
The affected branch of work is temporarily be stopped by QA Manager and will only continue
work after either of the above procedures run and clarification of the maintenance data is
achieved.
Any maintenance error originated from an Inaccurate or Ambiguous Maintenance Data is

processed iaw MOE 2.25.
MOE

EASA Part 145 1 of 4
2.28 Production Planning Procedures Revision: Date:
02 16 Feb 2015
2.28 Production Planning Procedures
2.28.1 Base Maintenance
For production planning, the Company employs an organizational unit as Production Planning
Department (PPC) under VP Technical as described in MOE 1.05.
Each maintenance work is initiated upon a clear work order identified with a unique project
number. Such maintenance work is called as “project” in Wings System from which whole
maintenance process from work order to CRS is managed through. Such project may be
arisen upon a contract or a singular request with a clear work scope definition by the
customer/operator. A project ranges from an individual work order to a complete C check
package. Work order in Wings system is issued by PPC department. Workscope of this work
order is clearly defined under this project number in the same system.
A project may contain in its workscope
a. A single task or a group of tasks

b. A single engineering order or a group of engineering orders
c. A single NRWO or a group of NRWO
provided by customer/operator. In case of a specific request of customer/operator, or in a

need of detailed instructions bound to a task or NRWO, Engineering may produce detailed
Engineering Order or work instructions.
PPC plans, initiates, coordinates and controls workflow of maintenance activities considering
resources such as manpower, facility, material, tool & equipment and applicable maintenance
data. PPC performs this function and control in detail iaw TPM-PPC 2.28 Production Planning
procedure. See also TPM-BKM 2.28 for detailed Base Maintenance Project Management
procedure.
Application of critical tasks are identified, carefully observed and managed iaw MOE 2.23. It is
the company policy not to apply overtime in maintenance, however, when required in
extraordinary cases, a half man-day overtime in terms of working hours may be applied.
No shift supervisor is employed since shift system is not used, however, check supervisors
(aka. boardman) in coordination with aircraft base maintenance CS, determine who to control
the related zones of the AC using personnel skills, competencies and abilities.
2.28.02 Line Maintenance
The main driver to determine whether a scheduled maintenance check shall be considered as
“line maintenance” shall remain the content of the check. Additional tasks or constraints may
be also associated to the check such as deferred items, rectification of defects, inspection
requesting skilled workers, qualification of the certifying staff, environmental conditions,
overall length of the tasks etc. Access to a hangar or hangar in the nearby shall be part of the
decision making.
a. Work Order Analysis and Decision Making
1 Line Maintenance Manager (LMM), PPC receives a CWR in any acceptable format from
the customer. This is an externally issued document that the company will run the below
process.
2 LMM or PPC performs an analysis whether the work referred in CWR remains within the
approved scope of approval of the company.
MOE

02 16 Feb 2015
a. By checking MOE 1.09 and associated documents.

b. By consulting to Quality Assurance Management when MOE 1.09 check does not
result a satisfactory conclusion.
3 LMM or PPC decides either the WO can be performed by the company or not.
4 When decision is made as “WO can be performed by the company”; LMM or PPC takes
into account each Task and constraints such as deferred items, rectification of defects,
inspection requesting skilled workers, qualification of the certifying staff, environmental
conditions, overall length of the tasks etc.
b. Utilizability Verification of Work Package Provided by the Customer
1 LMM or PPC verifies with the customer if the package delivered is utilizable by the
company. Refer to MOE 2L.02.02.
c. Control of Maintenance Documents
1 Control of maintenance documents, including maintenance data in manufacturer’s AMM,

IPC, WDM, ASM, SRM, CMM, NDT manuals, etc. as well as job cards and work sheets
used are managed in accordance with MOE 2.08.
d. Resource Availability
.1 Resource availability here refers to production resources availability, including,

maintenance personnel, part/material, tool/equipment, maintenance data/documentation,
ground time and required facility necessary for a safe accomplishment of a task.
.2 LMM or PPC is responsible for ensuring the availability of the resources before
performing a task.
.3 Maintenance personnel planning:
.a The company’s maintenance personnel man power is based on different skills and
qualifications. For the definition of skills and qualifications, refer to TPM-KAL 3.8.
.b For overall description of man-hour (M/H) planning and control in maintenance
activity, refer to MOE 2..
.4 Procedure for establishing part/material and tool/equipment requirements:
.a Each maintenance activity has its specific part/material and tool/equipment
requirements as stated in the applicable maintenance data.
e. Contracting Maintenance
.1 The company may contract or subcontract maintenance activities when requested by

customer.
.2 Maintenance organisations are chosen for their ability to perform the maintenance,
and their certificated or non-certificated status.
.3 While a certificated organisation is called as “contractor”, a non-certificated one is
called as “sub-contractor”.
.4 When the company sub-contracts a maintenance activity, MOE 2.01 “Supplier
Evaluation and Subcontract Control Procedure” is applied.
.5 When the company contracts a maintenance activity, the following is applied:
MOE

02 16 Feb 2015
.a Any work performed by a contractor will be inspected, as set forth in the incoming
inspection procedure defined in MOE 2.02 “Acceptance / Inspection of Aircraft
Components and Materials from Outside Contractors”, to verify that the work was
performed in the manner requested by the purchase order and equivalent to the
company’s standards.
.b A thorough review will be made of the maintenance record and on the authorized
release certificate to ensure it adequately describes the work performed and/or
references the document used to perform the work.
f. Resource Procurement
.1 In case a part/material need is identified before or during maintenance customer is

responsible to provide the required part/material. .
.2 When a part/material shortage affecting timely performance is encountered during
maintenance, the customer/operator is informed and the possibility of a decision for
deferral is communicated.
g. Maintenance Personnel Organisation
.1 The company employs different skilled/qualified personnel in maintenance,

management and quality audit activities. However, only a part of these personnel will
be performing maintenance activities and, as a consequence, will be considered
‘Maintenance Personnel’.
.2 These Maintenance Personnel are classified as (See Figure 05):
.a Authorised Maintenance Personnel:
i. Certifying Staff (CS);
ii. Personnel authorised to ‘sign off’ maintenance tasks - Qualified
Mechanics (QM) and Qualified Inspectors (QI); and
.b Unauthorised Maintenance Personnel.
Figure 05, Classification of Maintenance Personnel
Personnel
Maintenance Personnel Other Personnel

(Management, Audit, Logistics
Planning, Engineering, etc.)
Authorized Unauthorized
CS QM
MOE

02 16 Feb 2015
.3 Maintenance Personnel Organisation

.a Authorised Maintenance Personnel is organised as to provide all necessary
performance work force and support during maintenance.
.b Unauthorised Maintenance Personnel is a “candidate” Authorised Maintenance
Personnel, however allowed to perform maintenance, only under supervision of
an Authorised Maintenance Personnel.
.c While they may administratively be taking part in a different organisational
hierarchy, there is a distinct Quality Control Organisation amongst Authorized
Maintenance Personnel in order to assure on time quality and safety of what is
being performed in a maintenance activity.
h. Human Performance Management
Human performance limitations are strictly observed while planning maintenance activities.
Maintenance activity is planned by taking into account the availability of authorised staff,
man-hour, tools, equipment, facility and ground time.
Any person who is involved in man-hour planning has a detailed understanding of human
performance limitations, complexity of work, critical tasks and additional factors and their
applications. During a maintenance, the man power allocation is done by the LMM/PPC .
i. Planning of Critical Tasks
Tasks, if not performed properly, resulting in a failure, malfunction or defect endangering the
safe operation of the aircraft are defined as Critical Tasks (CT). The detailed procedure is
defined in MOE 2.23.
2.28.03 Workshop Maintenance
Workshop component maintenance requested by customer/operator, is recorded with a CWO

(Customer Work Order) to the Wings system by PPC.
A CWO contain in its workscope detailed work instruction called Shop Action Order (SHA).
SHA documents preparation responsibility using technical data (CMM, etc.) belongs to
Workshop Maintenance Manager. Workshop maintenance is run iaw TPM-ATL 1.9.2 Shop
Action Flow procedure.
MOE

2L.00 ADDITIONAL LINE MAINTENANCE EASA Part 145 1 of 1
PROCEDURES Revision: Date:
02 16 Feb 2015
2L.00 ADDITIONAL LINE MAINTENANCE PROCEDURES
This part covers sections on ADDITIONAL LINE MAINTENANCE PROCEDURES.
MOE Part 2L provides additional procedures which are specific for the line maintenance
environment, which have been not been covered in the MOE Part 2. Where a procedure, was
already covered in the MOE Part 2 and there is no need of further detail to be added, a direct
reference to the MOE Part 2 procedures is made.
MOE

2L.01 Line maintenance control of aircraft Revision: Date:
components, tools, equipment 02 16 Feb 2015
2L.01 LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS,

EQUIPMENT
2L.01.01 Component / Material Acceptance
(a) At locations where the Company Stores Personnel is available:
Component / Material acceptance is performed iaw MOE 2.02.
(b) At locations where only authorized technician is available:
Technician must be trained for Incoming Inspection.
Following inspection steps must be satisfied before accepting the incoming

components/materials:
 Ensure that all required documentation is available and is clearly relating to

components/materials.
 Ensure that the components/materials are in compliance with order.
 Ensure that the package is in good condition
 Ensure that there is no disrepancy or confusion with the PN and SN data.
 Ensure that the shelf life is not expired.
After receiving inspection, appropriate company Serviceable Tag is created and attached to
the components/materials.
Document copies of components/materials are sent to stores at the first opportunity.
(c) Travel control of material between line maintenance stations:
Station sending the material changes its storage status as “on transfer”.
Material transferred to the new location.
Following inspection steps must be satisfied before accepting the incoming

components/materials which are already accepted and tagged with a Serviceable Tag in
another station:
 Ensure that a serviceable tag is available and attached.

 Ensure that the package is in good condition.
 Ensure that the shelf life is not expired.
After receiving inspection, an “incoming

inspection performed” indicator label is affixed
to the components/materials package.
Station receiving the material ensures (by confirming with base, or by updating the system)
recording its storage status from “on transfer” to its new storage location.
(d) Quarantine:
Component/material that fails the incoming inspection is placed in quarantine and returned
to the customer or the supplier by providing the reason for rejection.
MOE

2L.01.02 Components Removed Serviceable from Aircraft
The components removed serviceable from the aircraft are processed iaw MOE 2.16.04.
2L.01.03 Procedures to Maintain Satisfactory Storage Conditions
Storage of the material which is received from Aircraft, Supplier or the Customer, is the
responsibility of the company Stores as defined in MOE 2.03.
At locations where no stores personel is available, it is the technicians responsibility to

ensure segregation of components, materials, equipment and tools.
Technician on site is responsible to ensure the following :
 Access to the storage area is restricted to authorized personnel.

 Material requiring special storage conditions shall be stored in a manner which
meets manufacturer’s requirements.
 All electrostatic sensitive devices shall be handled iaw MOE 2.24.10 “ESD Program”
and manufacturer’s instructions.
 Unserviceable parts must be kept separate from serviceable parts.
 All parts must be protected from such as water, fire, dirt, theft etc.
 All stored components and parts are correctly identified with serviceable /
unserviceable tag.
 Uncertain, suspected parts and components are stored as quarantined until their
condition is determined.
2L.01.04 System for Control of Shelf Life and Modification Standard
Shelf life of the stored material is controlled by stores personnel iaw MOE 2.03.03.04.
Modification standard of the part is controlled iaw MOE 2.02.03.
2L.01.05 Tagging / Labelling System
Material is tagged / labelled iaw MOE 2.03.03.02.
2L.01.06 Release of Components to the Maintenance Process
Material is released for maintenance purposes from Stores iaw MOE 2.03.03.03.
2L.01.07 Free-issue Dispensing of Standard Parts
Free-issue material is treated the same manner the company inventory material is managed.
2L.01.08 Tools and test equipment, servicing and calibration programme, equipment
register Identification of servicing / calibration due dates
Tools and test equipment are accepted iaw MOE 2.04.

Process of tools and test equipment calibration and servicing is managed iaw MOE 2.05.
Tools and equipment servicing / calibration due dates are identified iaw MOE 2.05.
2L.01.09 Travel Control of Tool/Equipment Between Line Maintenance Stations
Station sending the tool/equipment transfers the tool location from its originator location
identifier to “700” in the Company MIS (Wings) – indicating the tool is shipped being
transferred at that moment. Tool transferred to the new location.
MOE

Following inspection steps must be satisfied before accepting the incoming tool/equipment
which already accepted and tagged with a Serviceable Tool Tag in another station:
 Ensure that a serviceable tool tag is available and attached.

 Ensure that the package and the tool is in good condition.
 Ensure that any inspection/servicing/calibration is not expired.
Station receiving the tool/equipment ensures (by confirming with base, or by updating the
system) recording the tool location from “700” to its stored location identifier in the Company
MIS (Wings).
MOE

2L.02 Line maintenance procedures related Revision: Date:
to servicing/fuelling/de-icing 02 16 Feb 2015
2L.02 LINE MAINTENANCE PROCEDURE RELATED TO SERVICING/FUELLING/DE-

ICING
2L.02.01 Technical and Maintenance Documentation Management
Customer is responsible for providing approved maintenance data including but not limited
to AMM, IPC, Line Maintenance Check forms/task cards and any relevant procedures of the
customer which are required for accomplishment of specific maintenance activities such as
servicing, fuelling, de-icing, etc.
Technician on site is responsible for using the current approved maintenance data as
provided.
2L.02.02 Company Technical Procedures / Instructions Management
Before providing any contracted service to the customer, customer’s technical procedures
are obtained by any means acceptable to both parties. These procedures are presented by
an initial training and any time when a specific maintenance service is requested which is
beyond the scope of the initial training.
These procedures and related instructions may be provided by customer’s MCC when
providing unscheduled services.
2L.02.03 Maintenance of Ground Support Equipment
Maintenance of the Ground support equipment (GSE) used in LM is the responsibility of

Facility Maintenance Manager (FMM) and are subject to a maintenance-inspection program.
(a) Procedure for line station IST
Equipment are entered in an electronic list in order to quickly find a record when needed and
list is filtered monthly for a maintenance due.
Maintenance requirements of GSE are defined and traced by using following forms for the
stated purposes:
 Equipment Maintenance Information (Form OT-218) : Maintenance requirements

and intervals are defined in this form.
 Equipment Maintenance Report (Form OT-220) : Performed maintenance and
inspections steps are recorded for each equipment.
 Equipment Maintenance Record (Form OT-209) : Is used to trace performed and
next maintenance status.
Maintenance records are kept as hard copy.
Maintenance beyond the company capability or within warranty is acquired from out
sources. OT-209 is updated according to the service order form.
Any defect rectification request is submitted by the user to FMM. When modification
required, a Facility Maintenance Work Order (Form OT-276) is filled and submitted to FMM.
(b) Procedure for line stations other than IST
Each GSE has a maintenance instruction as addressed by list of the equipments

maintenance and operating instructions.
MOE

2L.02 Line maintenance procedures related Revision: Date:
to servicing/fuelling/de-icing 02 16 Feb 2015
The list of the equipments maintenance and operating instructions is kept up to date by
FMM.
Maintenance instructions define how to perform regular maintenance to the equipment.
The maintenance instructions are kept in individual folders at the station. The preperation,
revision, publication and distribution of all instructions are the responsibility FMM.
Responsible personnel defined in the maintenance instruction performs regular maintenance

within the specified time given in the instructions. The maintenance is recorded on the OT-
283 “Equipment Maintenance Record Form for Outstations”, which is attached on the
equipment.
When a failure occurs, FMM is informed by Line Maintenance Station Chief (LMC). If the
failure can not be solved internally, the service is called for repair. Line Station Chief makes
sure that the equipment becomes serviceable after repair.
2L.02.04 Ground de-icing (procedures / monitoring of sub-contractors)
Ground de-icing service is the customer responsibility.
2L.02.05 Fuel supply quality monitoring (bulk storage / aircraft re-fuelling)
Fuel supply process may be monitored depending on the contract to ensure that all safety
warnings and precautions stated in AMM, customer’s policy and procedures if applicable are
satisfied.
2L.02.06 Monitoring of sub-contracted ground handling and servicing
Ground handling services may be monitored depending on the contract and according to
customer’s manuals and procedures.
For the specific case of towing and taxiing refer to MOE 2.24.
MOE

2L.03 Line maintenance control of defects and Revision: Date:
repetitive defects 02 16 Feb 2015
2L.03 LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE DEFECTS
2L.03.01 Reportable Defects
All defects are reported by following entries:
 in the Aircraft Technical Log Book (ATLB) by Cockpit Crew (Pilot) or Technician
 in the Cabin Maintenance Log Book (CMLB) by Cabin Crew
It is the responsibility of the Flight Crew (Cockpit/Cabin) and Technician to record the
defects they notice during their duties on the aircraft.
It is the responsibility of the Technician to ensure that necessary maintenance action is

carried out for the reported defects.
2L.03.02 Rules for Deferring
When a defect cannot be rectified due to lack of any resource or ground time, it can be
deferred by the technician on site iaw the applicable MEL/CDL provisions and recorded in
the ATLB with regards to the customer’s policy and procedures.
2L.03.03 Awareness of Deferred Defects Carried by Aircraft
When a defect is deferred by the technician on site, customer is notified either via pilot or by
the action entry in the ATLB, with regards to the customer’s policy and procedures.
2L.03.04 Analysis of Aircraft Technical Logbook
Monitoring of Repetitive Defects, Crew Complaints and Cabin Log Items is the responsibility
of the customer.
Repetitive Defect policy and procedures are provided by the customer, and followed when
necessary.
2L.03.05 Co-ordination with the operator
Contact details, such as phone number, fax number, e-mail address of the related personnel
or department is provided by the customer. If communications is found necessary during the
operation, the customer is contacted by any practice advised by the customer, and
coordination is established for exchange of information and further instructions.
MOE

2L.04 Line procedure for completion of Revision: Date:
technical log 02 16 Feb 2015
2L.04 LINE PROCEDURE FOR COMPLETION OF TECHNICAL LOG
2L.04.01 Technical Log System

Technician on site is responsible for filling the Aircraft Technical Log Book (ATLB) as per
Customer’s Company Policy and Procedures.
Following information shall be entered in the ATLB page as minimum:
 Aircraft type and Registration

 Defect description (if defect is recorded by the technician)
 Rectification
 Part/Component replaced (on and off P N and SN)
 Approved technical data used
 Place/Location (Sta.)
 Date and time
 Sign/stamp
 A reference to EASA Part 145 approval number as EASA.145.0547
 A CRS statement as in MOE 2.16
2L.04.02 Training on Customer Operators Pr ocedures and Maintenance Record

Completion
Company Technical Procedures training for m aintenance record completion is provided by

an initial training for scheduled services .
These procedures and related instructions are provided on demand in cases of unscheduled
services requested.
2L.04.03 Certification / Sign-off
Certification / Sign-off is performed iaw MOE 2. 16 and iaw Customer’s Company Policy and
procedures.
2L.04.04 Maintenance Duplicate Inspections ETOPS Certification
When required prior to the maintenance on ET OPS aircraft, ETOPS Procedures Training is
obtained from the customer.
2L.04.05 Retention of Records
One copy of the related ATLB page is kept according to the following table.
Retention Period After Record Production Archive

Up to 30 days Kept at Line Maintenance Station (*)
After 30 days Kept at the Company Archive iaw MOE 2.14
(*) Kept in an individual folder for each custome r caring in a manner that ensures protection
from damage (caused by flood, fire, etc.), altera tion and theft.
MOE

2L.05 Line procedure for pooled parts and loan Revision: Date:
parts 02 16 Feb 2015
2L.05 LINE PROCEDURE FOR POOLED PARTS AND LOAN PARTS
2L.05.01 Verification of Approved Sources of Parts
Pooled or loaned parts and components, received when accompanied with a valid certificate
satisfying the acceptance requirements defined in MOE 2.02 Table 1, and are installed
without full receiving inspection process, provided that the part is checked visually for
obvious damage.
Customer has the full responsibility on the verification of approved sources for material
provided by the customer.
2L.05.02 Compliance with Loan and Contract Requirements
Compliance with loan and contract requirements is the responsibility of the customer.
2L.05.03 Components Removed from Aircraft
A component can be removed as serviceable from the customer’s aircraft when the
customer requests to do so.
If it is a pooled or loaned part and will be returned to the customer or its designated
destination, it is certified with ARC iaw MOE 2.16.04.(c) and shipped as requested by the
customer. In case MOE 2.16.04.(c) criteria not satisfied, the component is either identified
as defective or quarantined item and processed accordingly.
If it will be used on customer’s another aircraft, it is certified with a Serviceable Tag iaw MOE
2.16.04.(c) before installation.
If found necessary or requested by the customer, the part is stored iaw MOE 2.03 until
further instructions.
The customer is responsible for advising course of action for removed loan parts. The loan
parts removed by the technician from the aircraft and the related records are returned either
to the customer or to the address provided by the customer.
MOE

2L.06 Line procedure for return of defective Revision: Date:
parts removed from aircraft 02 16 Feb 2015
2L.06 LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM

AIRCRAFT
2L.06.01 Required Documentation
Each unserviceable component removed from the aircraft during maintenance is identified
using an Unserviceable Tag iaw MOE 2.19.01.
2L.06.02 Service Record
Unserviceable part is tagged stating the information “removed from”, “position”, “date of
removal”, “reason for removal” iaw MOE 2.19.02.
Further follow up of the component and the attached tag is responsibility of the customer.
2L.06.03 Processing Advice of Removal (W/O) and Dispatch to Technical Records
The advice of removal (Work Order) and original records are sent to the Customer according
to customer’s procedures.
2L.06.01 Dispatch of the Part for Rectification
The customer is responsible for advising course of action for removed unserviceable parts.
The unserviceable parts removed by the technician from the aircraft and the related records
are returned either to the customer or to the address provided by the customer.
The unserviceable part is dispatched iaw MOE 2.20.

MOE

2L.07 Line procedure control of critical tasks Revision: Date:
02 16 Feb 2015
2L.07 LINE PROCEDURE CONTROL OF CRITICAL TASKS
Refer to MOE 2.23 Control of Critical Tasks procedure.

MOE

3.00 QUALITY SYSTEM PROCEDURES EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
3.1 QUALITY SYSTEM PROCEDURES
This part covers sections on QUALITY SYSTEM PROCEDURES.

MOE

3.01 Quality Audit of Organisation Procedures EASA Part 145 1 of 10
Revision: Date:
00 09 Oct 2014
3.2 Quality Audit of Organisation Procedures
3.2.1 The Quality System
The Company has an independent Quality System. The Quality System monitors compliance
of the operations with EASA Part 145, MOE and the associated procedures as well as
strategies, objectives and policies in order to continuously improve the Company operation
system.
The Company Continuous Improvement is achieved in three nested levels A, B and C. (See
Figure 1);
A. The Company Management Reviews Level,

B. Independent Audits Level,
C. Inspections and Release to Service Level.
In each Level, individual Continuous Improvement Cycles are applied. (See Figure 2, Figure
3, Figure 4).
The head of the Quality System is the Accountable Manager however; it is day to day
managed by the QA Manager who has direct access to the Accountable Manager concerning
the Company Quality System in terms of operations performed under EASA Part 145
approval and is the manager of the QA department of the Company. Refer to MOE 1.05
Management Organisation Chart for a clear picture of the organisation.
Besides QA department, a Management Review Board (as referred in Level A Continuous

Improvement Cycle) is established in order to let management posts involve directly in the
Quality System which is also headed by the Accountable Manager. The Management Review
Board continuously oversees Quality System to assure consistency and harmony between
maintenance operations, Management, Quality System and the requirements.
3.2.2 Audit Policy and Procedures
The primary objective of the Quality System is to enable the organisation to ensure that it can
deliver a safe product and that organisation remains in compliance with the requirements.
As a policy, each procedure or activity employed in the Organization is subject to an

Independent Audit (or Quality Audit, or shortly, Audit). It is recognized that compliance with
procedures, quality standards and regulations is the duty of all personnel iaw the Quality and
Safety Policy defined in MOE 1.02.
The Audit (as referred in Level B Continuous Improvement Cycle) is an objective process of
routine sample checks of all aspects of the Company’s ability to carry out all maintenance to
the required standards and includes some product sampling as this is the end result of the
maintenance process. This process is bound to procedures in this MOE as;
1. MOE 3.01 Quality Audit of Organisation Procedures

2. MOE 3.02 Quality Audit of Aircraft or Components
Audit is documented and reported. Any nonconformity identified therein is also documented
and is managed iaw;
3. MOE 3.03 Quality Audit Corrective Action Procedure
All audit and nonconformity documentation is produced in English language.

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The processes (1), (2), and (3) are managed by Quality Audit Personnel (or Quality Auditor, or
Independent Auditor, or shortly, Auditor). The Auditors work independently and are kept free
from any influences or interventions. For these reasons a diverse selection of auditors
constitute the auditor source of the Company. Auditors are qualified iaw;
4. MOE 3.06 Quality Audit Personnel
As referred in Level C Continuous Improvement Cycle, an inspection and RTS for a

maintenance execution is performed iaw MOE 2.16 Release to Service Procedure.
A procedure may become subject to an Audit with or without any plan or a notification. The
conditions of such cases may vary, e.g. an immediate or planned need for verification of
whether the procedure is followed. Depending on this nature, an Audit is classified as;
1. Scheduled Audit, or,

2. Unscheduled Audit.
A Scheduled Audit is performed and repeated in regular intervals iaw a plan document, so
called Audit Schedule.
An Unscheduled Audit may be performed for a particular subject upon an immediate need
arisen from any indications of the Company operations.
(a) Audit Schedule
The Company establishes an Audit Schedule to be completed during a specific calendar year
period. The schedule will cover to review all aspects of the Company operation at least once
within a period of 12 months iaw an accepted program.
The frequency of the audits referred in the Audit Schedule may be increased at Accountable
Manager's discretion but will not be decreased without the agreement of EASA. Decreasing
the frequency up to 24 months is provisioned provided that there are no safety related
findings and subject to being satisfied that the Company has a good record of rectifying
findings in a timely manner. A decreased frequency is reverting back to a controllable rate
when this track is broken away. It is considered unlikely that a frequency of greater than 24
months would not be acceptable for any audit subject.
EASA GM 145.A.65(c) (1) should be used when preparing an Audit Schedule. It should cover;
1. All EASA Part 145 requirements,

2. All MOE procedures in all related operations, shops and departments,
3. All product lines in scope of work defined in MOE 1.09,
4. All special processes,
5. All other requirements arisen from other quality system requirements,
6. All subcontractors working under the Company Quality System,
7. Suppliers / contractors (if required).
The Company is required to monitor compliance with the requirements they have designed to
ensure safe operations, airworthy aircraft, satisfied customer and the serviceability. The Audit
Schedule considers significant changes to the management, organization, operations or
technologies as well as the regulatory requirements. The schedule is flexible, and allows
unscheduled audits when adverse trends are identified. Special emphasis is required upon
past nonconformities managed iaw MOE 3.03 in a particular subject when preparing Audit
Schedule.
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Procedure and product audits may be combined by selecting a specific product example,
such as an aircraft or engine or component and sample checking all the procedures and
requirements associated with the specific product example to ensure that the end result
should be an airworthy product.
Audit schedule should include night shift audit when applicable.
The Audit Schedule is prepared by QA Manager and approved ultimately by the Accountable
Manager before each audit year. Schedule is placed in the Company MIS (Lotus Notes FT
Module). Lotus Notes FT Module User’s Guide K-00003 details the usage of this MIS.
Whenever an audit in Audit Schedule cannot be performed, it is rescheduled in next 3

months. Reschedule date cannot exceed 3 months following the last day of the scheduled
month. After rescheduling, QA Manager gives information to the EASA via email with the titles
concerning;
1. The reason of rescheduling,

2. The impact of rescheduling, and,
3. New time projection for the rescheduling.
(b) Audit Process
Audits are mainly categorized as follows in terms of subject nature;
1. Procedure audit (PA),

2. Product audit of A/C (PRD-Aircraft),
3. Product audit of components (PRD-Shop).
The Quality and Safety Policy recognises the need for all personnel to cooperate with the
quality auditors iaw MOE 1.02.
1. Procedure audit (PA)
A PA is quality audit of organisation procedures which are documented in the EASA

Part 145, MOE and the associated documents.
2. Product audit of A/C (PRD-Aircraft)
Refer to MOE 3.02 for this category auditing.
3. Product audit of components (PRD-Shop)
Refer to MOE 3.02 for this category auditing.
An instance of the audit process is owned ultimately by the QA Manager through the assigned
auditors. This process will consist of the following phases as detailed below;
1. Initiating the audit,

2. Preparing for the audit,
3. Executing the audit,
4. Audit completion,
5. Corrective action & follow-up.
Note 1: The process is run with extensive use of the Company MIS (Lotus Notes FT Module).
Lotus Notes FT Module User’s Guide K-00003 details the usage of this MIS and not
every single step of the system usage is described in this procedure.
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Note 2: In absence or ineligibility of MIS due to the auditee’s network restrictions, manual
process forms are defined in MOE 5.01.
1. Initiating the audit.
The QA Manager initiates audits, according Audit Schedule. When QA Manager

initiatiates an audit, his assigned auditor informs related department managers with
details of audit such as;
 Audit date and time,

 Audit scope,
 Auditors.
Audit date and time can be negotiated with unit managers to find best fit date
according to auditor’s and unit manager’s schedule. A scheduled audit should be
complete in the calendar month specified in the Audit Schedule. QA Manager can
postpone an audit one or more than a calendar month depending on workload. Unit
managers cannot offer to postpone an audit to another month than scheduled.
QA Manager nominates auditors for each audit 1 month time before audit date.
2. Preparing for the audit.
Auditors prepare for the audit. Auditors enter initial data of the audit with questions
into MIS (Lotus Notes FT Module). This initial data is send to the unit manager(s) for
approval using MIS (Lotus Notes FT Module). After approval auditors can use this
initial data with questions. When QA Manager approves initial data, unit manager(s)
will receive it over MIS (Lotus Notes FT Module).
Audit preparations include following items;
 Audit checklist preparation,

 Sub forms preparation (if necessary),
 Opening meeting preparation.
a. Audit checklist preparation.
The purpose of audit is to focus the auditor’s mind on what is to be reviewed and
how to meet the audit objective. The auditor will need to be selective in what he
investigates. Therefore, the results of research need to be documented in a
manner that can be used during the audit. A checklist may be needed to meet
this purpose.
Auditor may prepare an audit scenario document which may be used to guide the
auditor through the audit. Audit is not a knowledge test, so auditors should avoid
questions knowledge testing.
b. Sub forms preparation (if necessary).
During audit, auditors may need some extra sub forms to collect evidence or data
for statistics. If necessary, auditors can prepare sub forms to execute quick data
collection, before starting the audit. These sub forms may be prepared in paper or
in digital. They are are not mandatory and there is no need to keep them as
quality records. But if they are attached to the final report, will help evaluating
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company and quality management performance when required even after long
time.
There is no standard form or design for sub forms. Auditors are free to design any
form or piece of paper.
c. Opening meeting preparation.
Meeting is held with related unit manager(s) before the audit to inform concerning
the audit. The reason for that is to use this information during the audit to obtain
maximum communication and familiarization between auditors and auditees.
3. Execution of audit.
Execution of audit include following items;
 Opening meeting,
 Investigation and picking evidences,
 Evaluation of the audit results,
 Nonconformity statements,
 Recording nonconformity,
 End meeting.
a. Opening meeting.
Audit starts with an opening meeting, which is managed by the auditor.
The purpose of an opening meeting is to:
o Introduce the members of the audit team to auditees,

o Provide a short summary of methods and procedures to be used to conduct
the audit,
o Review the scope and objective of the audit,
o Establish the official communication links between the audit team and the
auditees,
o Confirm that the resources and facilities needed by the audit team are
available,
o Confirm the estimated time and date for the closing meeting,
o Remind and make sure the auditees that the audit is not for finding
something, but checking the compliance and helping their systems Level B
Continuous Improvement iaw MOE 3.01.
o Clarify any unclear details of the audit.
Auditors will handle opening meeting with related unit manager(s). All auditors of
the audit should attend to meeting. During opening meeting following items will be
covered by lead auditor.
b. Investigation and picking evidences.
Going through audit checklist or requirements. Auditors will use following

methods to reach best information about related area. Auditors are free to add
and remove questions from audit checklist during audit, depending on auditees’
performance and personnel attitudes.
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During investigation and evidence picking, the auditor will try to verify that;
o Documentation exists, where necessary,

o People are aware of procedures,
o Procedures are being implemented,
o Controls are effective,
o Records show evidence of implementation.
Evidences can be obtained in several ways, using various techniques,

appropriate to the situation.
c. Evaluation of the audit results.
The checklist, with any additional notes, is a record of what was examined and
found during the audit against applicable requirements, procedures and products.
When analyzed, it enables the auditor to verify that:
o Audit objective was met,

o There is no inadequate or conflicting information,
o Control was satisfactory,
o Nonconformity was found.
The auditor should carefully review each note on the checklist.
d. Nonconformity statements.
Where analysis of audit findings reveals a nonconformity, nonconformity

statement is raised. Actually a nonconformity identified during an audit is a
golden nugget and an opportunity for Level B Continuous Improvement.
However, nonconformity statements can be taken as a criticism. Nobody likes to
be criticized, so it is important that any nonconformity statement is de-
personalized. The statement also needs to be accurate. The requirement should
be stated clearly, with evidence of how the requirement has not been met. Often
the requirement and evidence alone make an unsatisfactory situation clear. It is
sometimes necessary, however, to add an additional statement to indicate what
is wrong. This makes clear the nature of the nonconformity.
There is no place for unsubstantiated statements in an audit. If the auditor does

not have evidence that the requirement has not been met, then there is no
nonconformity. Also, corrective action period must be discussed with auditee
before the auditor issues the audit report.
Nonconformity statements should provide;
o A record of the nonconformity,

o The auditee with understanding of the nonconformity
o Level of nonconformity and agreed timeframe for rectification.
Nonconformity levels and rectification time limits are defined as follows:
o Level 1 nonconformity is any significant non-compliance with the Part-145

requirements which lowers the safety standard and hazards seriously the
flight safety.
This level is a show-stopper. The corrective action should be taken
immediately before any operation continues.
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o Level 2 nonconformity is any non-compliance with the Part-145 requirements

which could lower the safety standard and possibly hazard the flight safety.
Time limit for rectification is agreed with the auditee, but in any case should
not exceed 3 months. If the auditee requests an extention auditee and the QA
Manager may extend the rectification time 3 months more at most.
o Level 3 nonconformity is an observation and is not any non-compliance with

in regulation. It is recommended to accomplish an action to improve the
system. No time limit applicable.
Once the audit findings have been written, careful consideration needs to be
given to their importance.
e. Recording Nonconformity
After completing audit, auditor will enter the raised nonconformities into MIS
(Lotus Notes FT Module). Software sends it to for approvals of the accountability
holders automatically. After electronic approval, nonconformity reports are sent to
unit manager over MIS (Lotus Notes FT Module).
f. End Meeting
At the end of audit, prior to preparing the audit report, the audit team will hold a
meeting with the auditees. The main purpose of this meeting is to present audit
observations to the auditee in such a manner so as to ensure that they clearly
understand the results of the audit.
4. Audit completion.
Audit completed with an audit report, and finalized on the Company MIS (Lotus Notes
FT Module). After marking question results and mentioned any observation on the
report, auditor sends an electronic notification to unit managers over the Company
MIS (Lotus Notes FT Module) automatically. With this notification, unit managers are
informed that audit report is complete.
a. Audit report content.
The audit report provides the auditee management with an overall assessment
obtained through the audit. It should reflect accurately the verbal report given at
the closing meeting, including audit findings and a summary statement. The
report will develop;
o With supporting evidence,

o The observations made,
o List of finding with reasons.
Also recommendations for remedial action or further audits of specific topics may
be concluded within the report.
b. Audit report distribution.
The audit report will be prepared on the FT Software and distributed to the related
unit managers in 10 working days.
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For external audit, beside finalizing audit report on the Company MIS (Lotus
Notes FT Module), lead auditor fills External Audit Report Form OQ-009 to send
auditee as paper or in digital.
c. Audit report retention.
The audit reports are considered as technical records and managed iaw MOE
2.14 Technical Records Control procedure in general. However, being this
procedure as basis for minimums, retention time must also conform with quality
manual. Reports include all associated documents and references including audit
plan, corrective action requests, closure proofs etc. and kept either in paper or
electronic format.
5. Corrective action and follow-up.
Refer to MOE 3.03 Quality Audit Corrective Action Procedure.

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Figure 1: The Company Quality System Continuous Improvement Levels
Management Review Process (Level A)
Operations Independent Audit Process (Level B)

&
Independent
Audits
Findings &
Corrections
Inspection/CRS Process (Level C)
Buy / CRS
MR Board Independent OPERATIONS
Decisions Audits Inspection
Figure 2: Level A Continuous Improvement Cycle
Strategies,
Objectives,
Policy
Maintenance
Management Management Operations and
Decisions Review Quality
Intervention
Management
Review
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Revision: Date:
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Figure 3: Level B Continuous Improvement Cycle
Procedures
and
Maintenance
Data
Report and
Non-
conformities
Audit Maintenance
Operations
Audit
Figure 4: Level C Continuous Improvement Cycle
Production Plan /
Work Instruction
Buy / CRS A Maintenance

(Inspector/CS/SS Inspection Execution (e.g.,
sign off) or Mechanic Sign off,
rejection / CRS wo completion)
Inspection
/ CRS
MOE

3.02 Quality Audit of Aircraft or Equipment EASA Part 145 1 of 2
Revision: Date:
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3.2 Quality Audit of Aircraft or Equipment
3.2.1 General
Normal quality action of products released is included within the release to service procedure
MOE 2.16. Inspectors, CS and SS are responsible for these controls applied before release to
service as described in MOE 2.16. This is considered as a Quality Control activity rather than
Quality Assurance.
Audit of aircraft or equipment refers to an objective overview of the complete maintenance

related activities and is intended to complement the quality of MOE 2.16 application procedue
for certifying staff to be satisfied that all required maintenance has been properly carried out
before issue of the certificate of release to service. In such an audit all aspects of release to
service is investigated iaw audit schedule as described in MOE 3.01. These audits should
include a percentage of random audits carried out on a sample basis when maintenance is
being carried out.
The independent audits should sample check one product on each product line every 12
months as a demonstration of the effectiveness of maintenance procedures compliance. For
the purpose of the independent audit, a product line includes any product under an approval
class rating iaw MOE 1.09 and specified in the approval schedule.
Product audits may be combined with the procedure audits, when clearly documented, by
selecting a specific product example, such as an aircraft or engine or instrument or
component and sample checking all the procedures and requirements associated with the
specific product example to ensure that the end result should be an airworthy product.
The independent audit does not require each procedure to be checked against each product
line when it can be shown that the particular procedure is common to more than one product
line and the procedure has been checked every 12 months without resultant findings. Where
findings have been identified, the particular procedure should be rechecked against other
product lines until the findings have been rectified.
Annual product related audits covered in Audit Schedule (considering MOE 1.09 Scope of
Work) as minimum:
1. Product audit of A/C (PRD-Aircraft)
- All types of aircraft product lines from each A1 ratings.
2. Product audit of components (PRD-Shop)
- All types of components from each component Cx ratings,

- All type of methods of D1 NDT ratings,
All product audits are also performed in accordance with procedures described in MOE 3.01.
All product audits are documented using audit reporting procedures.
3.2.2 Quality Investigations
There may be additional audit activities in terms of investigating an escape identified after
CRS upon request or QA Manager’s sole discretion. The initiating reasons may include root
cause analysis results and investigation needs resulting from those. Such investigations are
also documented using audit reporting procedures.
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3.02 Quality Audit of Aircraft or Equipment EASA Part 145 2 of 2
Revision: Date:
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3.2.3 Audit Report Retention
The audit reports are considered as technical records and managed iaw MOE 2.14 Technical
Records Control procedure.
MOE

3.03 Quality Audit Corrective Action Procedure EASA Part 145 1 of 4
Revision: Date:
02 16 Feb 2015
3.3 Quality Audit Corrective Action Procedure
3.3.1 Nonconformity Identification
All nonconformities require corrective action.
A nonconformity may be originated from any operational indication including but not limited to
below listed sources;
1. Quality Audit of Organisation Procedures performed iaw MOE 3.01,

2. Quality Audit of Aircraft or Equipment performed iaw MOE 3.02,
3. Any escape from any of the procedures/processes described in EASA Part 145,
4. Any escape from any of the procedures/processes described in MOE,
5. Any escape from any of the procedures/processes described in Associated
Procedures,
6. Any escape reported from any of the released/in-process aircraft/aircraft component
customer as a customer feedback, complaint, or report,
7. Any deviation from a contract between customer/operators and the Company,
8. Any publicized report, news or any other indication,
9. Any confidential report when found considerable,
10. Any nonconformity identified in a contractor’s/subcontractor’s system,
11. Any indication from any auditing body when the Company externally audited is also
taken as a source of nonconformity;
a. By EASA,
b. By a customer or a candidate customer,
c. By a third country authority when such audit taken place.
Should such a nonconformity is arisen, QA Manager will request a Corrective Action Request
(CAR) and monitors corrective actions in the Company MIS (Lotus Notes FT Module). Lotus
Notes FT Module User’s Guide K-00003 details the usage of this MIS.
After making an entry of a nonconformity to this system, it stays open until it is appropriately
closed iaw this procedure.
Note 1: The process is run with extensive use of the Company MIS (Lotus Notes FT Module).
Lotus Notes FT Module User’s Guide K-00003 details the usage of this MIS and not
every single step of the system usage is described in this procedure.
Note 2: In absence or ineligibility of MIS due to the auditee’s network restrictions, manual
process forms are defined in MOE 5.01.
3.3.2 Corrective Action, Route Cause Analysis and Preventive Action
A nonconformity requires a plan for corrective action. When such nonconformity identified, QA
Manager and the unit manager responsible for the area nonconformity identified agrees on
the plan and timescales of Corrective Action (CA), Root Cause Analysis (RCA) and
Preventive Action (PA).
In case the nonconformity arisen after an audit performed iaw MOE 3.01 or MOE 3.02, the
auditor enters the audit report and findings together to the Company MIS (Lotus Notes FT
Module) to the QA Manager. MIS sends the report and the findings to the auditee after QA
Manager approval (CAR). Auditee unit manager nominates a responsible person and sends
the CAR to him for rectification. Responsible person has to make a RCA and enter with the
CA and PA on the related portion of the CAR and send it to the auditee unit manager for
approval. Auditee unit manager send it to the auditor for evalution if found satisfactory.
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Auditor evaluates the RCA, CA and PA, performs a follow-up audit if it is necessary and
sends it to the QA Manager for approval if finds satisfactory. If not, rejects it and sends back
to the auditee unit manager with the reason of rejection.
(a) Corrective Action (CA)
Corrective action of a nonconformity consists of an immediate action, a root cause analysis

and preventive actions to mistakeproof the system.
It is required that responsible unit manager to take timely corrective action on nonconformities
identified. Though corrective action may be delegated to the employees, it remains a
management responsibility. The auditor has provided a valuable service by finding the
nonconformity and reporting it in a way that is clearly understandable to the auditee. The
reported nonconformity is almost always the symptom of the problem, not the cause. After
completing the audit, auditor will enter the non-conformance into the MIS. System sends it to
QA Manager for approval, automatically. After QA Manager approval, non-conformance
report will be sent to an area manager over MIS for internal audits. For external audit, while
entering non-conformance, auditor will prepare a three-part nonconformance report to send to
the auditee in paper or in digital. Either area managers will design corrective actions by
themselves or area managers and auditors will design corrective actions within teamwork.
1. Corrective Action Elements
Area managers need to focus on the following elements to find the best corrective
action.
 Identification of the finding or concern and the need for immediate action.
 Analysis of objective evidence to determine the root causes of the finding or
concern.
 What corrective actions are required to ensure that the non-conformity does
not recur
 Identification of planned corrective steps to take to ensure that the non-
conformity will not recur.
 Implementation schedule, including a time frame for putting corrective actions
in place.
 Allocation of resources by the Accountable Manager where approriate.
Individuals or departments are responsible for implementing the corrective actions.
The Quality Manager will:
 Ensure that corrective action is taken in response to negative findings,

 Verify that corrective action includes the elements outlined above,
 Monitor the implementation and completion of corrective action,
 Evaluate the effectiveness of corrective action through the follow-up process.
2. Designating Responsible Person and Department Internal Sufficiency Control (For

Internal Audit)
Whenever non-conformance report is received by area manager, he/she will

designate a responsible person from his department for actions. This person and
his/her actions are visible to Quality over MIS for better follow-up.
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Revision: Date:
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After action, designated person will send non-conformance form to area manager for
sufficiency control. If corrective actions are accepted by area manager, nonconformity
form will be redirected to Quality for follow up over MIS, by area manager.
If area manager does not accept actions, he/she will send back to designate person
with his request.
(b) Root Cause Analysis (RCA)
Root cause is an initiating cause of a causal chain which raises nonconformity. All personnel,
in particular the managements personnel is obliged to evaluate route cause of nonconformity
and design corrective / preventive actions to stop repeating.
When corrective actions taken, unit manager needs to be sure that route cause of non
conformity is expressed in the same record.
To identify root causes, the Company has developed and implemented analytical and formal
tools and methods such as Eight Disciplines, MEDA, DIVE, etc.
Root couse analysis tools and methods are documented as part of corrective action records.
(c) Preventive Action (PA)
Preventive action is the immediate action for adverse trends to preclude safety and
airworthiness hazards before long life corrective action.
Being essentially proactive, the aim of preventive action is to use all sources of information to
identify, analyze and eliminate potential nonconformities.
(d) Acceptance of Actions
When CA, RCA and PA found satisfactory, QA Manager accepts the actions and
nonconformity record is closed.
(e) Unsatisfactory Actions
When QA Manager is not satisfied of any of the CA or RCA or PA, QA Manager rejects and
send CAR back to the related unit manager by MIS.
When a nonconformity CA, RCA or PA is unlikely to be produced in its agreed time frame, the
responsible person may requests an extention from QA auditor via Lotus computer system
with the acceptable reason..
QA Manager reports to the Accountable Manager if the findings not closed in agreed time
frame including extension time.
(f) Follow-up
All audit findings and nonconformities identified iaw this procedure are subject to a follow-up
process.
Whenever area manager completes the corrective action, designated follow up person
responsible starts corrective action conformation. Designated follow up person will receive
follow up request over MIS for internal audit and he will receive either email or fax from
external auditee to start follow up. When external auditee sends the follow up request, they
need to attach, all necessary evidence regarding actions. When the evidence indicates that
corrective action has been effective, the auditor will close out the non-conformance. Close
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Revision: Date:
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statement will be entered to the MIS by follow up responsible person. Together with entering
statement into software an e-mail or fax will be sent to external auditee for external audit.
3.3.3 Feedback to the Accountable Manager
Quality Feedback Report should be a summary of all audit and nonconformity activities. Level
1 nonconformities and overdue ones should be brought to the Accountable Manager’s
attention in three workdays. Whenever QA Manager needs to feedback the Accountable
Manager about any subject, he may not need to wait regular feedback date.
3.3.4 Feedback to EASA
QA Manager feedbacks to EASA, regarding quality activities whenever requested.
3.3.5 Failure to Close Out
Nonconformities stayed open exceeding allowed open status period should be placed in the
Accountable Manager feedback report when there remains no extension possibility iaw this
procedure. The Accountable Manager has an ultimate responsibility for resourcing the
corrective action and ensuring through the QA Manger that the corrective action has re-
established compliance with the standard required by Authorities and any additional
requirements defined by the Company. These cases are transferred to the Accountable
Manager responsibility with transfer proofs produced and recorded in the system.
3.3.6 Nonconformity Record Retention
The audit reports are considered as technical records and managed iaw MOE 2.14 Technical
Records Control procedure.
3.3.7 Management Reviews
Management Review Board (as referred in Level A Continuous Improvement Cycle in MOE
3.01) is established in order to let management posts involve directly in the Quality System
which is also headed by the Accountable Manager. The Management Review Board
continuously oversees Quality System to assure consistency and harmony between
maintenance operations, Management, Quality System and the requirements. This is
conducted by coordination of Quality at least twice a year latest.
Meetings include in their agendas the progress of quality system. Open findings and overdue
actions are taken into consideration and a shared decision is produced within.
MOE

3.04 Certifying Staff and Support Staff EASA Part 145 1 of 12
Qualification and Training Procedures Revision: Date:
02 16 Feb 2015
3.4 Certifying Staff and Support Staff Qualification and Training Procedures
3.4.1 Scope and Purpose
This procedure covers the process of qualification and training of the personnel who intends
to be authorized as CS and/or SS under the Scope of Work defined in MOE 1.09.
3.4.2 Definitions
(a) Certifying Staff (CS)
Personnel responsible for the release of an aircraft or a component after maintenance.
(b) Base Maintenance CS
Aircraft type rated staff qualified iaw this procedure to release the aircraft base maintenance.
(c) Support Staff (SS)
Aircraft type rated staff qualified iaw this procedure to support the aircraft base maintenance
CS.
(d) Component CS
Component maintenance qualified iaw this procedure to release the component maintenance.
(e) NDT CS
NDT qualified staff as iaw this procedure to release the NDT inspection.
3.4.3 Qualification, Experience, Training and Competence
The qualification requirements (basic license, aircraft ratings, recent experience and
continuation training) are identical for CS and SS in base maintenance. The only difference is
that support staff cannot hold certification privileges when performing this role since during
base maintenance the release to service will be issued by category C CS.
The organisation may use as SS (for base maintenance) persons who already hold
certification privileges for line maintenance when satisfied this procedure.
The qualification requirements of component CS do not include any aircraft maintenance

license.
The qualification requirements of NDT CS do not include any aircraft maintenance license;
however include being qualified as an NDT Inspector iaw MOE 3.11 and subsequent
procedures.
Trainings plan for CS and SS is managed by the TD in coordination with the VP Technical,
Line, Base and Shops Maintenance Managers and QA Manager.
As a general rule, maintenance training organisations (MTO) where the aircraft type trainings
taken from are approved iaw EASA Part 147. However, Appendix IV to Part-145 (and
consequently UG.CAO.00006.001) offers the possibility to assess the equivalency of trainings
and examinations performed by non-EASA MTO. Therefore it is possible to authorize such
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02 16 Feb 2015
staff having received their aircraft type trainings from non-EASA MTO. Such trainings are
assessed iaw Check list 2 of para 7.7 of EASA UG.CAO.00006-001 document.
Component maintenance trainings are provided by the component manufacturer,

organizations recognized by manufacturer or by Part-145 organizations having related
component rating on approval schedule.
Details of qualification, experience, training and competence requirements are described in

Table 1 thru 3.
TABLE 1. QUALIFICATIONS
Category C B1 B2 COMP COMP NDT
Code (Case 1) (Case 2)
A ** Basic Properties **
A.01 Licence DGCA SHY- * DGCA * DGCA NA NA NA
66 Category C SHY-66 SHY-66
Category B1 Category B2
* For line * For line
maintenance maintenance
performed performed
within the EU within the EU
territories, territories,
EASA Part 66 EASA Part 66
Category B1 Category B2
A.02 Education NA (covered NA (covered NA (covered * Secondary * Secondary iaw MOE 3.11
level by licence by licence by licence school school
requirement) requirement) requirement) * (The * (The
minimum minimum
educational educational
level should be level should be
a school level a school level
or or
apprenticeship apprenticeship
justified by the justified by the
appropriate appropriate
certificates) certificates)
A.03 Basic NA (covered NA (covered NA (covered * Aeronautical / * Technical iaw MOE 3.11
training level by licence by licence by licence technical school school
requirement) requirement) requirement) * Aeronautical * Aeronautical
military school military school
* QA * QA
assessment on assessment on
complexity of complexity of
scope of auth. scope of auth.
A.04 Experience * 8 years * 5 years * 5 years * 2 years * 2 years * 2 years
* may include * may include * may include * (at least 12 * (at least 12 * may include
experience experience experience months of months of experience
assessed with assessed with assessed with practical practical assessed with
OT-320 for OT-320 for OT-320 for experience in experience in OT-320 for
newly hired newly hired newly hired the specific the specific newly hired
personnel personnel personnel component component personnel
area) area)
* may include * may include
experience experience
assessed with assessed with
OT-320 for OT-320 for
newly hired newly hired
personnel personnel
* (consider * (consider
records of records of
experience) experience)
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02 16 Feb 2015

A.05 Recent At least 6 At least 6 At least 6 At least 6 At least 6 At least 6
Experience months of months of months of months of months of months of
actual relevant actual relevant actual relevant actual relevant actual relevant actual relevant
aircraft or aircraft or aircraft or aircraft or aircraft or aircraft or
component component component component component component
maintenance maintenance maintenance maintenance maintenance maintenance
experience in experience in experience in experience in experience in experience in
any any any any consecutive any consecutive any
consecutive 2 consecutive 2 consecutive 2 2 year period as 2 year period as consecutive 2
year period as year period as year period as detailed in detailed in year period as
detailed in detailed in detailed in 3.04.04 (b). 3.04.04 (b). detailed in
3.04.04 (b). 3.04.04 (b). 3.04.04 (b). May be May be 3.04.04 (b).
May be May be May be superseded the superseded the May be
superseded the superseded the superseded the requirements requirements superseded the
requirements requirements requirements B.01 and B.02 B.01 and B.02 requirements
B.01 thru B.01 thru B.01 thru as applicable. as applicable. B.01 and B.02
B.03 as B.03 as B.03 as as applicable.
applicable. applicable. applicable.
A.06 Minimum 21 21 21 21 21 21
age
A.07 Language Language Language Language Language Language Language
assessed iaw assessed iaw assessed iaw assessed iaw assessed iaw assessed iaw
TPM-KAL TPM-KAL TPM-KAL TPM-KAL TPM-KAL TPM-KAL
3.14. 3.14. 3.14. 3.14. 3.14. 3.14.
A.08 Competence iaw MOE iaw MOE iaw MOE iaw MOE 3.14. iaw MOE 3.14. iaw MOE
3.14. 3.14. 3.14. 3.14.
A.09 Certification iaw MOE * iaw MOE * iaw MOE iaw MOE 3.04, iaw MOE 3.04, iaw MOE
Authorization 3.04, Cat C 3.04, 3.04, Cat COMP Cat COMP 3.04, Cat
Base Maint * Cat B1 Base * Cat B2 Base Workshop Workshop NDT
CS. Maint SS, Maint SS, Maint CS. Maint CS. Specialized
* Cat B1 Line * Cat B2 Line service CS.
Maint CS. Maint CS.
TABLE 2. INITIAL TRAININGS

B ** Initial Training **
B.01 Relevant AC Type AC Type AC Type Component Component iaw MOE 3.11
Technology Training as Training as Training as Training Training
(for each A/C rated iaw rated iaw rated iaw
type or Appendix IV Appendix IV Appendix IV
component) 1. (f) 1. (e) 1. (e)
B.02 Practical iaw Part 66 iaw Part 66 iaw Part 66 (if B.04 is Part (if B.04 is Part iaw MOE 3.11
Training 145 AMO): 145 AMO):
component is component is
available for available for
practical practical
training training
purpose purpose
B.03 OJT iaw MOE iaw MOE 3.15 iaw MOE 3.15 NA NA iaw MOE 3.11
3.15 & Part & Part 66 & Part 66
66
B.04 Training * (1) EASA * (1) EASA * (1) EASA * OEM * OEM iaw MOE 3.11
source Part 147 Part 147 Part 147 * OEM * OEM
organisation organisation organisation recognised recognised
* (2) Other * (2) Other * (2) Other Training Org. Training Org.
(assess (assess training (assess training * Part 145 * Part 145
training per per MOE 3.04) per MOE 3.04) AMO AMO
MOE 3.04) (consider B.05, (consider B.05,
B.06 and B.07) B.06 and B.07)
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02 16 Feb 2015

B.05 Trainer NA (for NA (for NA (for can can NA (for
qualification 1 COMP CS COMP CS COMP CS demonstrate he demonstrate he COMP CS
(if Part 145 only) only) only) has received has received only)
AMO) training to an training to an
appropriate appropriate
level for the level for the
subject subject
component component
* (consider * (consider
level of level of
maintenance*2 maintenance*2
) )
B.06 Trainer NA (for NA (for NA (for appropriately appropriately NA (for
qualification 2 COMP CS COMP CS COMP CS authorized by authorized by COMP CS
(if Part 145 only) only) only) the part 145 the part 145 only)
AMO) Organization Organization
and is able to and is able to
demonstrate a demonstrate a
significant significant
experience on experience on
the relevant the relevant
component component
B.07 Syllabus (if NA (for NA (for NA (for reviewed by reviewed by NA (for
Part 145 COMP CS COMP CS COMP CS Engineering Engineering COMP CS
AMO) only) only) only) Manager Manager only)
and/or the and/or the
Quality Quality
Manager Manager
B.08 Tool/specific NA (for NA (for NA (for * OEM * OEM NA (for
equipment COMP CS COMP CS COMP CS * Specific * Specific COMP CS
training (if only) only) only) tool/equipment tool/equipment only)
Part 145 manufacturer manufacturer
AMO) * Part 145 * Part 145
AMO AMO
B.09 Bench test (for NA (for NA (for NA (for * OEM * OEM NA (for
the use of COMP CS COMP CS COMP CS * Test bench * Test bench COMP CS
specific tools only) only) only) manufacturer manufacturer only)
required by * Part 145 * Part 145
the OEM AMO AMO
maintenance
data)
qualification/t
raining (if
Part 145
AMO)
B.10 Organization MOE and MOE and MOE and MOE and MOE and MOE and
Procedures associated associated associated associated associated associated
procedures procedures procedures procedures procedures procedures
B.11 HF iaw MOE iaw MOE 3.13. iaw MOE 3.13. iaw MOE 3.13. iaw MOE 3.13. iaw MOE 3.13.
3.13.
B.12 Aviation iaw iaw Appendix iaw Appendix iaw Appendix iaw Appendix iaw Appendix
Legislation Appendix 1 1 to Part 66 1 to Part 66 1 to Part 66 1 to Part 66 1 to Part 66
to Part 66 Module 10 Module 10 Module 10 Module 10 Module 10
Module 10
B.13 FTS Refer to Refer to Refer to Refer to Refer to Refer to
Training Training Training Training Training Training
Matrix Matrix Matrix Matrix Matrix Matrix
document document and document and document and document and document and
and Appendix IV Appendix IV Appendix IV Appendix IV Appendix IV
Appendix IV “Fuel Tank “Fuel Tank “Fuel Tank “Fuel Tank “Fuel Tank
“Fuel Tank Safety Safety Safety Safety Safety
Safety training” to training” to training” to training” to training” to
training” to AMC to AMC to AMC to AMC to AMC to
AMC to 145.A.30(e) 145.A.30(e) 145.A.30(e) 145.A.30(e) 145.A.30(e)
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02 16 Feb 2015

145.A.30(e)
B.14 EWIS Refer to Refer to Refer to Refer to Refer to Refer to

and training training training training training training
program in program in program in program in program in program in
AMC 20-22 AMC 20-22 AMC 20-22 AMC 20-22 AMC 20-22 AMC 20-22
TABLE 3. CONTINUATION TRAININGS

C ** Continuation Training **
C.01 Relevant iaw 3.04.04 iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.11 & iaw
Technology (c) 3.04.04 (c)
(for each A/C
type or
component)
C.02 Source * Part 145 * Part 145 * Part 145 * OEM * OEM iaw 3.11 & iaw
AMO AMO AMO * OEM * OEM 3.04.04 (c)
recognised recognised
Training Org. Training Org.
* Part 145 * Part 145
AMO AMO
C.03 Organization iaw 3.04.04 iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c)
Procedures (c)
C.04 HF iaw MOE iaw MOE 3.13 iaw MOE 3.13 iaw MOE 3.13 iaw MOE 3.13 iaw MOE 3.13
3.13
C.05 FTS Refer to Refer to Refer to Refer to Refer to Refer to
and Appendix IV Appendix IV Appendix IV Appendix IV Appendix IV
Appendix IV “Fuel Tank “Fuel Tank “Fuel Tank “Fuel Tank “Fuel Tank
“Fuel Tank Safety Safety Safety Safety Safety
Safety training” to training” to training” to training” to training” to
training” to AMC to AMC to AMC to AMC to AMC to
AMC to 145.A.30(e) 145.A.30(e) 145.A.30(e) 145.A.30(e) 145.A.30(e)
145.A.30(e)
C.06 EWIS Refer to Refer to Refer to Refer to Refer to Refer to
and training training training training training training
program in program in program in program in program in program in
AMC 20-22 AMC 20-22 AMC 20-22 AMC 20-22 AMC 20-22 AMC 20-22
*1: Reference:
EASA MOE 3.04, EASA Part 145 Appendix IV, UG.CAO.00006-001 Section 7 & 8.
*2: Level of maintenance:

Means Overhaul, test, repair, Level 1, 2 and 3 for electronic / electric components as addressed in the CMM.
"COMP Case 1:
* Hydraulic components
(L/G assy, actuator, etc ..)
* Electronic components
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02 16 Feb 2015
( card assy, mike, head set, etc...)

* Mechanical components
(wheel, Brake unit, structure,..)
* Electronic Units
(computers, com/nav receiver, indicators, power supplies,)"
"COMP Case 2:
* Electrical components (Motors, actuators, chargers, power supplies, batteries, etc..)
* Instruments
* Cabin Equipment (BFE, PSU, Pax Entertainment)
* Safety equipment
(life raft, life jacket, O² bottle, O² masks,..)"
3.4.4 Validity Control of Authorization
The Company issues a certification authorisation to CS and SS with a validity period and a
clearly defined scope in relation to the limitations as follows. These limitations are recorded in
the CS or SS authorization document and in records refined in MOE 3.05, Certifying Staff and
Support Staff Records procedure.
(a) License validity control
The Company issues a certification authorisation to CS or SS in relation to the basic

categories or subcategories and any type rating listed on the aircraft maintenance license,
provided that the license remain valid throughout the validity period of the authorisation and
the CS or SS remain in compliance with this procedure.
The license validity is under the responsibility and control of the Training Department.
QA manager may need to confirm such fact with the competent authority that issued the
license.
The Company issues a certification authorisation to NDT CS in relation to the inspector

privileges validity in compliance with MOE 3.11. The validity of inspector privileges is under
the responsibility and control of the QA manager.
No license validity is required when the Company issues a certification authorisation to a

COMP CS.
Authorization validity is limited to 2 years maximum.
(b) Recent experience control
The Company ensures that all CS and SS are involved in at least 6 months of actual relevant
aircraft or component maintenance experience in any consecutive 2 year period.
For aircraft maintenance, this may be replaced by meeting the provision for the issue of the
appropriate privileges as described in EASA Part 66.A.20(b)2. This experience may include
exercising the privileges of a certification authorization and carrying out maintenance. For this
purpose it is ascertained that the authorization holder used his privileges for at least 6 months
in the past 24 months proven either by:
1. Technician Log Book, or,

2. Maintenance records, or,
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02 16 Feb 2015
3. Records of the Company MIS (e.g., Wings system records),
as applicable.
The 6 months maintenance experience in 2 years should be understood as consisting of two

elements: duration and nature of the experience. The provisions of AMC 66.A.20 (b) 2 are
applicable.
1. Duration:
Within an approved maintenance organization:
 6 months working with the Company; or

 6 months split up into different blocks, working within the same or in different
organizations.
The 6 months period can be replaced by 100 days of maintenance experience in

accordance with the privileges when they have been performed within an approved
organisation. The working days should be spread over the intended 6-months period.
2. Nature of the experience:
The following activities are considered relevant for maintenance experience:
 Servicing;
 Inspection;
 Operational and functional testing;
 Troubleshooting;
 Repairing;
 Modifying;
 Changing component;
 Supervising these activities;
 Releasing aircraft to service.
(c) Trainings and continuation training control
The company ensures that all CS ad SS receive sufficient continuation training (CT) in each
two year period to ensure that such staff have up-to-date knowledge of relevant technology,
organisation procedures and human factor issues which means it is one part of ensuring
quality.
CTs are managed by Training Department (TD) nominated instructors who forwards
feedbacks of trainees captured during training sessions to Quality System.
For this reason, TD keeps CT material covering below:
1. Up-to-date knowledge of relevant technology, new techniques and modifications

issued,
2. Organisation procedures including MOE and associated procedures,
3. Human factor issues including
a. recorded recent human errors captured within the Company iaw MOE 2.25
b. quality findings iaw MOE 3.03,
c. root cause analysis and investigation results iaw MOE 2.25 and 2.18,
4. EASA Part-145 including differences with other systems,
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02 16 Feb 2015
5. FTS,
6. EWIS,
7. Other issues as required.
CT is given to a CS or SS every 2 years for each subject identified as CT element.
Duration of a CT session generally changes three to five days depending on the trainees
needs. TD keeps all training records in order to manage a “CT Program” iaw this procedure,
including trainings versus all CS and SS among all other staff listed. This CT Program
requires all CTs recorded, attendants appropriately certificated and these records transferred
to QA Manager for keeping records iaw MOE 3.05.
(d) Competence control
The Company assesses the competence of CS and SS to carry out their intended duties iaw
MOE 3.14 prior to the issue or re-issue of a certification authorisation under this EASA Part
145.
Competence limitations may include (but not limited to), any competence time and conditions
limitations as determined by the competence assessment system defined in MOE 3.14.
(e) Language (English) ability
A CS or SS, with a positive proof, must able to read, write and communicate to an
understandable level in English language (used within the maintenance environment including
knowledge of common aeronautical terms) in which the technical documentation and
procedures necessary to support the issue of the CRS are written.
The level of knowledge must be such that the CS or SS is able to:
1. Read; and understand the instructions and technical manuals used for the
performance of maintenance
2. Make written technical entries and any maintenance documentation entries, which
can be understood by those with whom they are normally required to communicate;
3. Read and understand the maintenance organisation procedures;
4. Communicate at such a level as to prevent any misunderstanding when exercising
certification privileges.
In all cases, the level of understanding must be compatible with the level of certification
authorizations given.
In order to satisfy all above mentioned requirements, the Company seeks an English
proficiency level as in Table 1.
English language skills limitations may include, any limitations noted in the authorization
halder’s language skills assessment records, including time restrictions, level restrictions,
read/write/communicate/understand capabilities etc. Refer to MOE 3.14 for details.
3.4.5 Authorizations Process
(a) Issue, Renewal, Change or Withdrawal

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02 16 Feb 2015
I. Issue of a new authorization
Base and Shops Maintenance Managers can make the request by filling and signing
Form OT-091E, “Technical Staff Authorization Request Form” when a technical staff
is intended to have a new authorization. On the forms “Nature of Request” section the
option “New” is ticked.
OT-292 Qualification Criteria & Checklist for EASA Part 145 CS & SS form is filled
accordingly by TD as an attachment to OT-091E for qualification assessment which
documents necessary qualifications and competences required for being a CS or SS.
After evaluation and approval of VP Technical, he signs the form and sends to the
Quality Manager for authorization approval.
Quality Manager may give authorization by ensuring the
- qualification,
- language abilities,
- competence and capabilities (knowledge, understanding, ability, skills, attitudes)
are successfully assessed iaw MOE 3.14 and this procedure.
Certification authorization holders are furnished with;
o Either or multiple of B1, B2, C, COMP (Component), or NDT (Non Destructive

Testing) stamps,
o CS/SS Authorization Certificate as follows
 Form OT-022B for Aircraft Maintenance CS/SS
 Form OT-022C for Shop Maintenance CS
 Form OT-022E for Specialized Services Maintenance CS.
CSLIST is updated accordingly to expose the actual authorization status. See MOE
1.06 for CSLIST management.
II. Renewal of an authorization
is intended to have a renewed authorization. On the forms “Nature of Request”
section the option “Renewal” is ticked.
Quality Manager may renew authorization by ensuring the
- qualification,
are successfully assessed iaw MOE 3.14 and this procedure

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02 16 Feb 2015
- OR –
documented qualification, language and competencies are still valid.
o A renewed CS/SS Authorization Certificate as follows

III. Change of authorization scope for a technical staff
is intended to have a new authorization. On the forms “Nature of Request” section the
option “Change” is ticked.
Quality Manager may change authorization scope by ensuring the
- qualification,
are successfully assessed iaw MOE 3.14 and this procedure.
o Additional stamps (either or multiple of B1, B2, C, COMP (Component), or NDT

(Non Destructive Testing) stamps as applicable),
o CS/SS Authorization Certificate indicating changed scope of authorizations as
follows
IV. Authorization withdrawal
There are three different cases.
A. An authorization may be withdrawn by department requests when;
- employment ceased, or,

- occupation changed.
In such conditions Base and Shops Maintenance Managers can make the request
by filling and signing Form OT-091E, “Technical Staff Authorization Request Form”
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02 16 Feb 2015
when a technical staff authorization is asked to be withdrawn. On the forms

“Nature of Request” section the option “Withdrawal” is ticked.
Quality Manager for authorization withdrawal.
B. An authorization may be withdrawn by Qulity Manager’s decision when;
- an unscheduled competence assessment (including required qualifications and/or

language abilities) failed.
In such condition, Quality Manager may directly withdraw the authorization of staff.
C. An authorization may temporarily be withdrawn (suspended) by Qulity Manager’s

decision when;
- a serious situation that directly threathens maintenance and flight safety occurs.
In such condition, Quality Manager may directly withdraw the authorization of staff.
In any of above cases, withdrawals are communicated between VP Technical, Base

and Shops Maintenance Managers, Coordinator – Administration, PPC Manager and
Quality Manager within the company. The staff is informed immediately of the
decision.
Certification authorizations are cancelled or suspended as necessary;
o stamp(s) taken back,

o CS/SS Authorization Certificate(s) taken back.
CSLIST is updated accordingly to expose the actual authorization status. See MOE
1.06 for CSLIST management.
(b) One-Off Certification Authorisation Issue
In case that an aircraft grounded due to an unforeseen condition, at a location other than the
main base or main line station where no appropriate certifying staff is available, it can be
release to service iaw MOE 2.16. Procedure of issuing one-off certification authorisation for
Release to Service (RTS) is as follows:
Person to be authorized;
 Shall have at least 5 year of A/C maintenance experience,

 Shall have a valid ICAO aircraft maintenance license,
 Type of the aircraft, which was grounded, should be registered in his license,
Copies of these documents should be taken and placed on file by the QA Manager.
A clearly written one-off certification authorisation letter is issued.
When such authorisation is issued, a written notification is submitted to the EASA in 7 working
days.
Responsibility of granting the one off certification authorisation belongs to the QA Manager.
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02 16 Feb 2015
(c) Records
The records of authorized CS and SS are managed iaw MOE 3.05.

MOE

3.05 Certifying Staff and Support Staff Records EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
3.5 Certifying Staff and Support Staff Records
3.5.1 Records Content
The Company maintains records of all CS and SS listed iaw MOE 1.06, which contain:
1. Name,
2. Date of Birth,
3. Basic Training,
4. Type Training,
5. Continuation Training,
6. Experience,
7. Qualifications relevant to the authorisation including;
a. Copy of licence where applicable,
b. Copy of diplomas,
c. Copy of training certificates including continuation trainings,
8. Competence assessment iaw MOE 3.14,
9. Scope of the authorisation,
10. Date of first issue of the authorisation,
11. Expiry date of the authorisation,
12. Identification Number of the authorisation,
13. Particulars of staff with limited or one-off certification authorisations as defined in
MOE 3.04.
The Company retains the record for at least three years after the staff have ceased
employment or the authorisation has been withdrawn.
In addition, upon request, the Company furnish the staff with a copy of their personal record
on leaving the organisation.
3.5.2 Access to the Records
Records are kept in secure & locked record holders. Persons authorised to access the
records kept at a minimum to ensure that records cannot be altered in an unauthorised
manner and accessible to unauthorised persons.
Followings are authorized to access these records:
1. The QA Manager or his designee,

2. The Company executives,
3. The internal quality auditor,
4. The external auditor,
5. The EASA when investigating the records system for initial and continued approval or
when doubt the competence of a particular person,
6. The Customer’s auditor when investigating the records system for for external audit
purpose,
7. The staff himself/herself on request to his/her personal records.
MOE

3.06 Quality Audit Personnel EASA Part 145 1 of 2
Revision: Date:
00 09 Oct 2014
3.6 Quality Audit Personnel
3.6.1 Nominated Personnel
The Quality Audit Personnel (Auditors) are listed in a roster managed by the QA Manager and
this roster is accessible from the Company MIS.
Auditors are independent from the audited area operation and work under the supervision of
the QA Manager, i.e., an auditor cannot be in a direct business relation with the department
he audits.
3.6.2 Qualification, Experience, Training and Competence
An auditor must satisfy below qualification, experience, training and competence

requirements:
(a) Qualifications
1. Either graduated from a university or holding a valid tecnician licence in either of

category B1, B2 or C.
2. The proficiency to read, write and understand english,
3. The proficiency to perform and orient the quality audits,
4. Knowledge of regulations, manuals and valid procedures,
5. Worked as an auditor assistant and attended to at least three audits under an
approved auditor’s supervision to have the experience to be able to perform and
report the audits and prove the competence, -OR- especially for the cases the person
is an experienced auditor in the aviation maintenance environment, having proven
records that the he is eligible to a direct assignment and authorization as an
independent auditor.
(b) Experience
1. At least five years of working experience, including time spent in specific auditing
OJT, before becoming independent auditor.
(c) Trainings
1. Quality Management System (ISO 9001 training will meet this requirement),
2. Quality Auditor,
3. EASA Part-145,
4. EASA Part-M
5. Human Factor Initial and Human Factor continuation trainings iaw MOE 3.13,
6. Fuel Tank Safety,
(d) Competence
1. Competence assessed iaw MOE 3.14.
3.6.3 Procedure for Authorization Management
(a) Issue of certificate
The person first designated as candidate auditor by QA Manager. After covering above
conditions, trainings, experience and competence mentioned above, candidate person is
approved as auditor by QA Manager.
MOE

3.06 Quality Audit Personnel EASA Part 145 2 of 2
Revision: Date:
00 09 Oct 2014
An approved auditor is certified with a Quality Auditor Authorization Certificate Form OT-
022D.
Quality Auditor Authorization Certificate is a credit card size, two sided document. At the front
side it has auditor’s identification data together with his portrait picture. At the rear side,
authorization scope and authorization issue date is indicated. Certificate approval signatories
sign the bottom to officially release the auditor to the pool.
(b) Validity of certificate
It is required for a nominated auditor listed in the auditor pool to conduct at least one audit in
last one year in order to make the certificate valid. Auditor must receive continuation trainings
on the company procedures and human factors every two years.
(c) Renewal of certificate
Certificate is issued for an unlimited duration while validity conditions are met. No renewal is
necessary in certificate.
(d) Withdrawal of certificate
When an auditor is unable to meet the conditions defined in validity, quality manager may
withdraw his authorization. This requires deletion from the auditor pool list.
(e) Records
And auditor’s records are kept by the QA Manager after ceased being an auditor three years
duration. For details refer to Quality Manual.
MOE

3.07 Qualifying Inspectors EASA Part 145 1 of 2
Revision: Date:
00 09 Oct 2014
3.7 Qualifying Inspectors
This procedure refers to the qualification of the inspectors. Authorization process for
inspectors and mechanics are literally same, therefore this process is described in this section
to meet the intent of both inspectors and mechanics qualified iaw MOE 3.07 and MOE 3.08
respectively.
3.7.2 Privileges of Qualified Inspectors
Qualified Inspectors are authorized in aircraft maintenance, components maintenance and/or

NDT tasks. After completion of an inspection task, qualified inspectors are authorized to sign
off the task.
Incoming inspectors are authorized to accept materials to the company system iaw MOE 2.02
or authorized to accept tools/equipment iaw MOE 2.04.
3.7.3 Inspectors Qualification
(a) General Qualification Criteria
The Company ensures that staff performing inspections meets the following qualifications:
1. At least highschool level diploma, vocational high-school preffered,

2. Minimum 21 years of age,
3. Understand, read, and write English,
4. Competence assessed iaw MOE 3.14 in due emphasis in his authorization scope,
5. Received human factors initial and continuation trainings iaw MOE 3.13.
(b) Additional Qualification Criteria – Incoming Inspectors
 Person should have Incoming Inspector’s initial training (at least 3 class hours for
theoretical and at least 3 hours practical)
 Person should have Incoming Inspector’s refreshment training (every 3 years).
 He should have at least 6 months experience in stores.
(c) Additional Qualification Criteria – Engine Run-up Authorization Holder
 CS or SS qualified iaw MOE 3.04 are privileged to perform Engine run up iaw MOE
2.24.02.
 Trained theoretically in class & on the job.
 Fresh trained both theoretically and practically – OR – at least one engine run-up
operation is performed by the Engine Run-up Authorization Holder in last two years.
This is controlled from the records in holder’s technician log book and/or Wings
System software performance records.
3.7.4 Authorization process for Qualified Inspectors and Mechanics
(a) General
Satisfying qualification conditions in MOE 3.07 and in MOE 3.08, qualified inspectors or
mechanics may be authorized for specific tasks or group of tasks without certification
MOE

3.07 Qualifying Inspectors EASA Part 145 2 of 2
Revision: Date:
00 09 Oct 2014
privileges. The authorization process is literally the same both for qualified inspectors in this
section and qualified mechanics referred in MOE 3.08.
For the applicants found eligible, an authorisation certificate is issued together with a sign off
proof that would help ensure keeping tasks accountabilities under control. The type of tasks
on which personnel is authorised is written on the authorisation certificate. Refer to Table 1.
TABLE 1. AUTHORIZATION SIGN OFF AND AUTHORIZATION PROOFS
Title Sign off proof Authorization proof
Incoming Inspector Stamp with identifier OT-022F Incoming

“II” Inspection Authorization
Certificate
Engine Run-up Authorization Stamp identified in OT-022B Certfying Staff
Holder MOE 3.04 ID Card
(b) Issue of a new authorization
Refer to TPM-KAL 3.8 procedure for details.
(c) Renewal of an authorization
(d) Change of authorization scope for a technical staff
(e) Authorization control
A list of Qualified Mechanics and Inspectors are maintained by Quality Manager. It is updated
accordingly to expose the actual authorization status.
(f) Records
For each qualified inspector and qualified mechanic, a file containing the necessary
information about training, experience and technical competence evaluation of the technician
is maintained.
The files and the authorisation certificates are kept at least three years after the person has
ceased employment with the Company or after withdrawal of the authorisation by the
Company.
MOE

3.08 Qualifying Mechanics EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
3.8 Qualifying Mechanics
Mechanics are technical staff who does not necessarily authorised to release aircraft or
components and can only carry out tasks for which they are authorised. A Qualified Mechanic
is authorized to perform the trained tasks on the aircraft / aircraft component.
This procedure refers to the different specialties of technicians in the organisation.
3.8.2 Privileges of Qualified Mechanics
Qualified Mechanics are authorized in aircraft maintenance and/or components maintenance

tasks. After completion of a task, qualified mechanics are authorized to sign off the task.
3.8.3 Mechanics Qualification
Refer to TPM-KAL 3.8 “Qualified Mechanic Authorization” procedure for details.
3.8.4 Authorization process for Qualified Mechanics
Authorization process for mechanics is literally same with the inspectors, therefore a shared
process is defined for both inspectors and mechanics qualified iaw MOE 3.07 and MOE 3.08
respectively. Refer to TPM-KAL 3.8 “Qualified Mechanic Authorization” procedure for details.
MOE

3.09 Aircraft or Component Maintenance Tasks EASA Part 145 1 of 1
Exemption Process Control Revision: Date:
02 16 Feb 2015
3.9 Aircraft or Component Maintenance Tasks Exemption Process Control
This chapter describes the procedures of the organisation regarding exceptional

authorisations related to maintenance tasks. Deviations should be requested by the operator
to its competent authority or granted by the operator in accordance with a this procedure.
Should the Company consider the need for exemption from any maintenance task, it will
submit a case to the customer/operator or when required EASA for approval prior to its
introduction. Justification for such exemption will be under the control and administration of
the QA Manager who will, in the event of an exemption request, ensure that such exemption
is formulated and published. QA Manager transmits all the information to the
customer/operator. Customer/operator grants an approval by its Authority to exempt from the
task, if required. Approval letter of customer or the authority (if required) is attached to CRS.
See also MOE 2.16.10 for incomplete maintenance and non-conformities cases.
MOE

3.10 Concession Control for Deviation from the EASA Part 145 1 of 1
Organisation Procedures Revision: Date:
02 16 Feb 2015
3.10 Concession Control for Deviation from the Organisation Procedures
This chapter describes the procedures followed by the company in order to deviate from the
MOE procedures.
Under no circumstances this chapter may be used to deviate from regulatory requirements.
3.10.1 General
Any temporary deviation to the Organization’s procedures included or identified in the MOE
and in the associated procedures must be systematically identified.
A concession defines an acceptable means of compliance to deviate from approved MOE

procedures:
1. pending return to a normal situation,

2. pending modification of an existing procedure,
3. pending creation of a new procedure.
A concession must warrant the airworthiness of aircraft / aircraft components.
3.10.2 Implementation.
As a general rule, the concessions from those MOE procedures which are based on one of
the main paragraphs and/or sub-paragraphs of the regulation are classified as major.
Concession to MOE procedures is initiated via a written request.
This request is subject to a clear approval before the concession process end. All
concessions must be approved by the QA Manager and the Accountable Manager
respectively upon approval of EASA.
Any run of such deviated procedure is reported to EASA.
A concession must clearly state its duration and limits.

MOE

3.11 Qualification Procedure for Specialised EASA Part 145 1 of 1
Activities Revision: Date:
00 09 Oct 2014
3.11 Qualification Procedure for Specialised Activities
This procedure covers the process of qualification of the personnel who intends to be
authorized as Specialized Activities Staff. The Company conducts Non Destructive Testing
(NDT) in terms of Specialized Services.
3.11.2 NDT Staff
(a) NDT System
The NDT system of the Company follows EN 4179 standard with the additional requirement of
oversight by NANDTB-TR.
NDT personnel is qualified iaw TPM-BKM 3.11.1 NDT Manual.
(b) Responsible Level III NDT Staff
The Company has a responsible level III NDT, as exposed in MOE 1.03 who is tasked for:
1. The qualification of Level I and II NDT staff,

2. Issuing the internal qualification procedures of NDT staff,
3. Issuing the technical procedures (NDT Manual, writing practices, control of tools,
control of material, etc.)
Responsible level III NDT:
1. Holds a valid authorization issued by the related NANDTB-TR

2. Adequately rated iaw scope of approval exposed in MOE 1.09.
(c) Qualification Procedure
Refer to NDT Manual for detailed procedure to qualify NDT staff. Exam certificates given by
responsible Level 3 are accepted.
(d) NDT Staff Roster
The Company maintains a list of NDT staff unless already listed as CS in CSLIST document..
MOE

3.12 Control of Manufacturer and other EASA Part 145 1 of 2
Maintenance Working Teams Revision: Date:
02 16 Feb 2015
3.12 Control of Manufacturer and other Maintenance Working Teams
This procedure is on the role of outside teams acting in the premises of the Company to carry
out a maintenance task on an aircraft, engine, or equipment in the scope of a task under the
responsibility of the Company.
Works exceeding the Company capability defined in MOE 1.09 or under warranty or requires
special know-how, skill and staff may be performed (likely repairs after incident/accident) by
the approved organizations or manufacturer.
3.12.2 Training
Whenever such Manufacturer or other Maintenance Working Team work as contracted, the
personnel of this team is trained on this procedure, i.e. MOE 3.12.
When internal maintenance data is used and the Company prepared job cards (task card,
engineering order, etc.) are followed, the filling instructions are brought into attention of the
working team.
3.12.3 Source of Work
(a) The organizations with EASA approval have the authority to perform work on the
maintained articles when they asked to release to service the article.
(b) Non-certificated persons may also be hired when release will be performed by the
Company CS. A non-certificated person, in this context, is a body (person, company, team,
etc.) without EASA approval. In this case;
1. The non-certificated person follows a quality system equivalent to the system followed
by the Company;
2. The company remains directly in charge of the work performed by the non-certificated
person; and
3. The Company verifies, by test and/or inspection, that the work has been performed
satisfactorily by the non-certificated person and that the article is airworthy before
approving it for release to service.
3.12.4 Control
When required, control of documentation such as drawings, modification, repairs instructions

and other maintenance data is managed iaw MOE 2.08.
Used material, tools, equipment and staff should meet the requirements iaw used approved
maintenance data.
The day to day control of the ongoing work is done ultimately by the Maintenance Manager
using the methods such as daily meetings, communication means including reports,
examination of job cards progress, etc.
During the work QA Manager examines all of the materials, sets and monitors the efficiency
of the performing staff and quality audit the work.
MOE

3.12 Control of Manufacturer and other EASA Part 145 2 of 2
Maintenance Working Teams Revision: Date:
02 16 Feb 2015
3.12.5 Environmental Conditions
The Company EHS rules are applied when such a working team takes a part in the Company
premises.
3.12.6 Release to Service
When working team of an organization with EASA approval certifies a work it performed, it
means the certificate’s scope is limited to the work performed by this maintenance team. Final
certification of the article is made by the Company CS iaw MOE 2.16.
When non-certificated persons worked on an article, he signs of the step of work performed.
This means the sign off scope is limited to the step of work performed by this person. Final
certification of the article is made by the Company CS iaw MOE 2.16.
MOE

3.13 Human Factors Training Procedure EASA Part 145 1 of 2
Revision: Date:
00 09 Oct 2014
3.13 Human Factors Training Procedure
3.13.1 Objective
It is necessary for personnel to get human factor training in order to understand and apply the
human factor and human performance concept for maintenance, management and quality
audit personnel.
The purpose of human factors continuation training is primarily to ensure that staff remain
current in terms of human factors and also to collect feedback on human factors issues.
3.13.2 Staff to be Trained
Initial training is given to personnel within 6 months of joining the maintenance organization.
Personnel being recruited from another Part-145 approved maintenance organization should
be assessed for the need to receive any additional Human Factors training to meet our HF
Training standard.
The personnel listed below needs to take continuation training in each 2 year period, after
taking human factor initial training to learn occurrences about human factor subject to abroad
and national developments:
 Post Holder, managers, assistant managers and chiefs,

 Certifying staff, support staff, qualified mechanics and inspectors,
 Technical support personnel like planning staff, engineers and technical record staff,
 Quality assurance personnel including quality auditors,
 Specialized services staff,
 Human factor trainers,
 Technical Supply personnel,
 Store personnel,
 Ground vehicle operators.
3.13.3 Training Methods and Syllabus
(a) Initial training
The training is given in the classroom.
1. For CS and SS:

The training is given iaw Module 9 of Appendix I to Part-66 syllabus.
2. For the staff other than CS or SS:

The training is given with a syllabus prepared iaw paragraph (c).
(b) Continuation training
Human Factor continuation training is given in the classroom. Human factors

continuation training is prepared in relation to relevant quality audit findings and other
internal/external sources of information available to the organisation on human errors
in maintenance. Therefore such training has the involvement of the quality
department. Records of detected maintenance errors iaw MOE 2.25 is used as a
positive source for the continuation training.
MOE

3.13 Human Factors Training Procedure EASA Part 145 2 of 2
Revision: Date:
00 09 Oct 2014
(c) Syllabus
Syllabus is prepared iaw GM 145.A.30 (e):
3.13.4 Duration of Training
The duration of training may vary depending on the category of personnel involved. Initial
Training has more detailed content and takes 16 hours, while continuation training duration
may change but takes 6 hours in minimum. When determining the actual duration, training
department may tailor the duration for combined classes from various levels of awareness
during the execution of training. Detailed training syllabus with individual subject time scales
is managed by the training department.
3.13.5 Validation of the Training
At the end of the training, the Validation Forms (Form OA-015) are distributed to all trainees
and their comments are taken about syllabus and duration of the training given.
3.13.6 Requirements for Trainers
Human Factor trainers should;
 have minimum 5 years experiences in aviation maintenance

 have EASA Part 66 Module 9 HF Training received from a Part 147 training provider
source
 continuation training in every two years.
3.13.7 Training Records
Training records such as Training Attendance Forms (Form OA-016) and the Certificates are
kept in Technical Training Department in paper or in digital. Duration is indefinite or until at
least three years after personnel left the Company.
MOE

3.14 Competence Assessment of Personnel EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
3.14 Competence Assessment of Personnel
Competence assessment of personnel is a vital process to assure human resource quality

intervening the maintenance processes.
3.14.1 Objective
To ensure that all personnel performing work at the Company are qualified, capable and
competent, and has received the appropriate training as required, to complete the work he or
she is authorized to in a safe and controlled manner.
3.14.2 Personnel to be Assessed
The Company assesses and controls competency of its personel involved in any
maintenance, management and quality audit activity iaw the procedure TPM-KAL-3.14.
3.14.3 Assessment Process
Assessment process is run iaw iaw the procedure TPM-KAL-3.14.
3.14.4 Assessment records
Assessment records are managed iaw iaw the procedure TPM-KAL-3.14.
3.14.5 Trainings Management of Personnel
Personnel to be assessed is trained and their training needs are assessed iaw the procedure
TPM-EGT 0.3.7 Technical Training Management.
MOE

3.15 Training procedures for on-the-job training EASA Part 145 1 of 1
(OJT) Revision: Date:
00 09 Oct 2014
3.15 Training procedures for on-the-job training (OJT)
The objective of OJT is to gain the required competence and experience in performing safe
maintenance. Also the endorsement of the first aircraft type rating within a given
category/sub-category requires satisfactory completion of the corresponding OJT.
Refer to TPM-KAL 3.15 for detailed OJT Procedure.

MOE

3.16 Procedure for the issue of a EASA Part 145 1 of 1
recommendation to the competent authority for Revision: Date:
the issue of a Part-66 licence in accordance 00 09 Oct 2014
with 66.B.105
3.16 Procedure for the issue of a recommendation to the competent authority for the
issue of a Part-66 licence in accordance with 66.B.105
This section is not applicable.

MOE

4.00 CONTRACTED OPERATORS EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
4.1 CONTRACTED OPERATORS
This part covers sections on CONTRACTED OPERATORS.

MOE

4.01 Contracting Operators EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
4.2 Contracting Operators
The Company may have customers in terms of periodic and individual works whose work
orders are signed by the customer/operator and accepted by the Planning Manager in
harmony with scope of work defined in MOE 1.09.
For the periodic works, a contract is signed with the customer/operator and each contracted
operator is listed in document COLIST.
COLIST includes customers/operators who receive contracted service from the Company. It
is managed by Planning Manager as a separate document in the Company management
information system.
MOE

4.02 Operator Procedures and Paperwork EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
4.3 Operator Procedures and Paperwork
Technical aspect of maintenance contract between the Company and a customer is designed
in such a way that all topics as required by the regulations are covered. The responsibilities,
special requirements of the customers, procedures, documents to be used, and meetings are
clearly defined in the contract.
Originals of the documents of the work performed and CRS is given to the operators defined
in MOE 4.01. The copy of those documents will be held by the Company.
MOE

4.03 Operator Record Completion EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
4.4 Operator Record Completion
The Company performs contracted maintenance in accordance with requirements defined in

the maintenance contracts performed iaw MOE 4.01.
The contract shall appoint which forms to be used (e.g. Operator’s technical log, Operator’s
Task Card, etc). Forms provided by the customer are filled in according to customer
instructions.
The Company performs release to service in accordance with this MOE 2.16.
Records of maintenance performed by the Company are managed in accordance with MOE
2.14.
The records of maintenance activities performed on OHY articles are kept in archive as hard
copy while operated under OHY. If any of the articles is redelivered/returned back to the
owner or to a third party with the maintenance responsibility transferred, the maintenance
records of last three years are taken. Refer to MOE 2.13 and MOE 2.17 for details.
MOE

5.00 APPENDICES EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
5.1 APPENDICES
This part covers sections on APPENDICES.

MOE

5.01 Sample of Documents EASA Part 145 1 of 2
Revision: Date:
00 09 Oct 2014
5.2 Sample of Documents
Following pages expose both authority and internal communication and recording documents
(forms) as sample.
When required, a document can be used through downloading from its original locations, i.e.
in the company MIS (Lotus Notes Documantation System), intranet or internet as reference is
given, using the registration number as access key.
The following listed documents are called from this MOE.
DOCUMENT CODE NO DOCUMENT DESCRIPTION

(Form OT-019E) EASA Form 1 Authorized Release Certificate (ARC)
(No internal ID) EASA Form 2 Application Form
(No internal ID) EASA Form 4 Details of Management Personnel
(No internal ID) FO.IORS.00044-004 Technical Occurrence Report Form
Form OT-008 Calibration Control Card
Form OT-011 Work Pack Order
Form OT-012 Non-Routine Work Order (NRWO)
Form OT-016 Engineering Investigation Request
Form OT-022B CS Authorisation Certificate for A/C Maintenance
Form OT-022C CS Authorisation Certificate for Shop
Form OT-022D Quality Auditor Authorization Certificate
Form OT-022E CS Authorisation Certificate for NDT
Form OT-025 Engineering Order
Form OT-035 Serviceable Parts Tag
Form OT-037 Scrap Material
Form OT-038 Serviceable / Unserviceable Component Tag
Form OT-059 Maintenance Staff List
Form OT-060 Scrap Candidate Material List
Form OT-061 Scrap Material Disposal
Form OT-082E CRS
Form OT-091E Technical Staff Authorization Request
Form OT-107 Material Return Form
Form OT-111 List of Non-Routine Items
Form OT-129 Repair Order
Form OT-130 Work Pack Engineering Order List
Form OT-131 Work Pack Deferred and/or Cancelled Items
Form OT-132 Work Pack Cover Page
Form OT-137 Next Calibration Label
Form OT-141 Shop Action Order
Form OT-150 Technician Tool Box Counter Ticket
Form OT-172 Task Card
MOE

5.01 Sample of Documents EASA Part 145 2 of 2
Revision: Date:
00 09 Oct 2014
DOCUMENT CODE NO DOCUMENT DESCRIPTION

Form OT-180 Serviceable Tools Tag
Form OT-205 Special Incoming Inspection for Engine / APU /
Landing Gears
Form OT-246 Quarantine Tag
Form OT-256 Technician Tool Box Additional Content List
Form OT-259 Maintenance Follow Up
Form OT-270 Base/Shop Maintenance Internal Occurence Report
Form OT-279 Tool Nonconformity Declaration Form
Form OT-287 Frozen Material Follow-up Sheet
Form OT-293 Scrap Material Delivery
Form OT-303 Component Removal in Serviceable Condition
Form OT-324 Job Handover
Form OA-015 Training Evaluation
Form OA-016 Training Attendance
Form OQ-009 External Audit Report
NA Task Card Index (Automatically generated Wings
form)
MOE

5.02 List of Subcontractors EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
5.3 List of Subcontractors
The Company may forward items to approved sub-contractor organizations. The approved
sub-contractor organizations are listed in SCLIST (Sub-Contractors List) document.
Refer to MOE 2.01.04 for detailed procedure on “Subcontract Control and Extension of
Quality System to Subcontractors”.
MOE

5.03 List of Line Maintenance Locations EASA Part 145 1 of 1
Revision: Date:
02 16 Feb 2015
5.4 List of Line Maintenance Locations
This section is applicable under Aircraft Maintenance provisions defined in MOE 1.09, Scope
of Work.
LOCATION ADDRESS
IST Atatürk International Airport
İstanbul, Türkiye
AYT Antalya International Airport
Antalya, Türkiye
MOE

5.04 List of Contracted Organisations EASA Part 145 1 of 1
Revision: Date:
00 09 Oct 2014
5.5 List of Contracted Organisations
The Company forwards items to contracted and approved Part 145 organizations. The
contracted organizations are listed in CLIST (List of Contracted Organisations) document.
CLIST is managed and kept up to date by Planning Manager.

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Subject: Eligibility: Page:

1.1 MANUAL ADMINISTRATION AND CONTROL

This part covers sections on MANUAL ADMINISTRATION AND CONTROL.

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1.2 Table of Contents

1.1 MANUAL ADMINISTRATION AND CONTROL

2.1 MAINTENANCE PROCEDURES

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2.28 Procedures for Notification of Maintenance Data Inaccuracies and Ambiguities to

2L.00 ADDITIONAL LINE MAINTENANCE PROCEDURES

3.1 QUALITY SYSTEM PROCEDURES

4.1 CONTRACTED OPERATORS

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1.2 List of Effective Pages

SECTION PAGES REVISION NO REVISION DATE

COVER All 02 16 Feb 2015

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2L.00 All 00 (Original Issue) 09 Oct 2014

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1.3 List of Amendments

1.3.1 Table of Revisions

REVİSİON NO REVİSİON DATE REVİSİON TYPE

00 09 Oct 2014 Major

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1.4 Distribution List

COPY NUMBER HOLDER FORMAT

Subject: Eligibility: Page:

This revision of the exposition is prepared and revised by the section/procedure

Verified by Mehmet BİRLİK

Overall Reviewed by Erhan İNANÇ

Approved by Teoman TOSUN

Authority Approval See authority approval page(s) attached.

Subject: Eligibility: Page:

This manual is the compilation of Maintenance Organisation Exposition (MOE) procedures as