MOE Complete

Phone 4262326, 4262416, 4262518, 4262923
FSSD 4111119, 411107 5, 4111042

Fax (977 )-1 -426251 6, 41 I 1 1 98
e-mail cnsatm@mos.com.ttp
Cable AIRCIVIL
AFTN VNKTYAYX
0RlrY0llltml
@GrurlA[:H:g mandu, Nepal
Ref. No.: r10l33J fte H7

Date:
22 November,2079
To,
anager
'ummit Air Prrt. Ltd"
Kathmandu, Nepal
Subject: Approval of MOE Issue 02, Revision 01 dated NeygnLbgr 2Ql9
Dear Sir,
This is in reference to your letter Ref. No: 055-CA-2019 dated 19 November 2019 regarding the approval of your
organization's MOE Issue 02, Revision 01 dated November 2019.
The subjected MOE has been reviewed and approved.
Sincerely yours,
dtr
Er" Bidhan Shrestha
Dy. Manager
Airworthiness Inspection Divi sion
Fli ght Safety Standards Department
Civil Aviation Authority ofNepal
)
Maintenance Organization
Exposition
(MOE)
Manual Ref: SA-MOE
Manual Distribution No.:
NCAR Part 145 Approval: CAAN.145.009
Issue 02; Rev 01; Date November 2019
Summit Air P Ltd.

Muni Bhairav Marg, Tinkune,
Kathmandu, NEPAL
Tel: +977 1 4117524
Fax: +977 1 4111803
Email: info@summitair.com.np
URL: www.summitair.com.np
MAINTENANCE ORGANIZATION EXPOSITION
NOTICE OF ASSIGNMNET
Notice of Assignment
This Maintenance Organization Exposition (MOE Distribution Number
_________) has been assigned and issued to
_______________________________ on ___________________________ by
the office of the Director Quality Assurance. This manual is approved by Civil
Aviation Authority of Nepal (CAAN) and the original is maintained at the Office of
the Director Quality Assurance.
This assigned manual becomes the responsibility of the above individual /

department / division / unit. Although the task of inserting revision may be
delegated to other authorized personnel, all responsibility is retained by the
assigned manual holder.
NCAR requires all manual holders to keep their assigned manuals revised with
all changes and additions entered, and to keep appropriate sections accessible
when performing assigned duties.
Suggestions and comments regarding this Continued Airworthiness Management

and Maintenance Organization Exposition contents are welcome and should be
addressed to the undersigned.
Rakesh P Koirala
Director, Quality Assurance
Summit Air P Ltd
Kathmandu
Issue: 02 Page I
Revision: 00 Date: Feb 2019
MarruteruANcE OncarqrzATtoN Exposlloru
DrsrnrsunoN Lrsr
Distribution List
Gopy Number lssued To
Original Copy Airworthiness Division, CAAN
Original Copy Director, Quality Assurance
01 Managing Director
02 Director Engineering
03 Director CAM
04 Director of Corporate Safety
05 Director Operations
06 Maintenance Planning, CAM
07 Engineering Department, Kathmandu
08 Engineering Department, Nepalgunj
09 Stores
10 Library
ffi'.ilr
3'j,'J,r, .*o'. volg
lssue: 02 page ]i
MnrrureruANcE ORcRtuzATtoN Exposlrtox
LIsr oF EFFEcTIVE Peces # m*$ffiruffi*e$Y S-*r
"''f
ir;i.)l # i.,,,trsr:
List of Effective Pages
02 00 Feb 2019 Feb 2019

il 02 00 Feb 201 9 Feb 2019
ill 02 01 Nov 201 9 Feb 2019
IV 02 01 Nov 2019 Feb 2019
V 02 00 Feb 2019 Feb 2019
VI 02 00 Feb 2019 Feb 2019
vil 02 00 Feb 2019
vtil 02 00 Feb 2019
IX 02 01 Nov 2019 Feb 201 9
X 02 00 Feb 2019 Feb 201 9
XI 02 00 Feb 2019 Feb 2019
xlt 02 00 Feb 201 9 Feb 201 9
xilt 02 00 Feb 2019 Feb 2019
XIV 02 00 Feb 2019 Feb 2019
XV 02 00 Feb 2019 Feb 201 9
XVI 02 00 Feb 20'19 Feb 201 9
XVII 02 00 Feb 2019 Nov 2019
XVIII 02 00 Feb 2019 Feb 2019
XIX 02 00 Feb 2019 Feb 2019
XX 02 00 Feb 2019 Feb 2019
XXI 02 00 Feb 2019 Feb 201 9
XXII 02 00 Feb 2019 Feb 2019
XXIII 02 00 Feb 2019 Feb 2019
XXIV 02 00 Feb 2019 Feb 201 9
XXV 02 00 Feb 2019 Feb 2019
xxvl 02 00 Feb 2019 Nov 2019
XXVII 02 00 Feb 2019 Feb 201 9
Approved
XXVIII 02 00 Feb 2019 Feb 2019
i'\,.IJ
Page Ill
Revision: 01 Date: Nov 2019
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Page VI lssue: 02
Exposrloru
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330 02 00 Feb 2019 5-3 02 00 Feb 2019
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?2
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Revision: 00 Date: Feb
MRrureruANCE ORcnuzATloN Exposrrroru
LIsr oF EFFEcTIVE PRcrs
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Page Vlll lssue: 02

MRrrureruANcE OneeuzATtoN Exposrnor.r
LIsr oF EFFEGTIVE Paces
Record of Revisions
April 2018
Feb 2019 Feb 2019
Nov 201 9
rovod by .
lssue: 02 Page tX
:levision: 01 Date: Nov 20'i9
RECORD OF TEMPORARY REVISIONS
Record of Temporary Revisions

ISSUE REV REV ISSUE DATE INSERTED
NO. REVISION DETAILS
NO. DATE INSERTED BY
Issue: 02 Page X
Marrurrruar.ucE ORcANtzATtotrt Expostrtoru " ffi,. *,*
' r+ - \.,,i :=
CONTENTS
,,
Tnnue oF s@ :s'l'1|ii. ri"-::"lii"
Table of Gontents
Part / S-ec-tion Paqe No.
Notice of Assignment I
Distribution List il
List of Effective pages ilt
Record of Revisions IX
Record of Temporary Revisions X
Table of Contents XI
Abbreviations / Definitions
XXV
Highlights of Change / Revisions
XXXV
Partl: MANAGEMENT 1-3

1.1 Corporate Commitment By The Accountable
Manager 1-3
1.2 Safety and euality policy 1-s
1.3 Management personnel 1-l
1.3.1 Management personner Acceptance criteria 1-7
.3.2
1 Deputizing policy
1_9
1.4 Duties and Responsibilities of Management

v--------
personnel 1-10
1.4.1 Terms of Reference - Accountabre Manager 1-10
1.4.2 Terms Of Reference * Maintenance Manager 1-10
1,4.3 Terms Of Reference _ euality Manage r j-12
1.4.4 Terms of Reference - Materiar pranning rncharge 1_13
1.4.5 Terms Of Reference _ lncharge Line / Base_

Maintenance 1_14
. 1.4.6 Terms Of Reference _ lncharge Workshop 1_15
1.4.2 Terms Of Reference - lncharge Produs{ienARrroved

Planning ''-n by :l' 1-16
/
1.4.8 Terms of Reference * Base rvrqrrrrvrrqrrvv
Maintenan"" fr*,2
Manager sign-a 1-16
olr1:z' n"'nl_?,
1.4.g ,"JffifJ
Reference - Line Maintenance
H];,!,j.] oo Date: Feb 2ol, Pase Xt

MRrrurrnnNcE ORGANtzATtoN Exposltror.r
Taelr oF CoNTENTS
1.4.10 Terms Of Reference - Quality Auditor 1-1 8
1.4.11 Terms Of Reference - Duty Engineer 1-19

Terms Of Reference - Approved Licensed /
1.4.12 1-19
Certifying Engineers
1.4"13
Terms Of Reference - Non-Approved personnel
(Technicians) 1-20
1.4.14 Terms Of Reference - lncharge, Stores 1-20
1.4.15 Terms Of Reference - Material lnspector 1-21
1.5 Management Organization Chart 1-22

1.5.1 Summit Air Organizational Chart 1-22
In-House Maintenance Organization
1.5.2 1-22
(Engineering Department) Chart
1.5.3 Quality System Organization System 1-23
Continuing Ainlrorthiness Management (CAM)
1.5.4 1-23
Department
1.5.5 Contact lnformation 1-24
1.6 List Of Certifying Staff 1-24

1.6.1 Certifying Staff 1-24
1.6 2 Certifying & Non Certifying Staff Records 1-25

List of Signatories approved for Specific
1.6 3 1-25
Functions
1.7 Manpower Resources 1-25
1.7 .1 Manpower Resources - General 1-25
1.7 .2 Training Policy 1-28
1.7.3 Engineering Department Manpower 1-34
1.7.4 Specia ized Activities

I
1-35
1.8 Facilities 1-35

:]
APProved bY
1.8.1 Base / Line Maintenan ce.<1i 1-35
e:.Y/
1.8.2 Hangar S\,n h 1-37
nite ll. par- )alf
1.8.3 Engineering Office Layout 1-38
1.8.4 Component Maintenance Facilities 1-41
1.9 Scope of Work 1-43

1.9.1 Aircraft Maintenance 1-43
Page Xll lssue: 01
MelrurErunrucr OncANtzATtom Exposllor.t
TngLe oF CoNTENTS
1.9.2 Scope of Work on L410 UVP-E2O Aircraft 1-43
1.9.3
Scope of work on components (Other than
1-44
complete Engines or APUs)
1.9"4 Fabrication of Parts 1-44
1.9.5 Scope of Work Approval / Valifity 1-44
1.10
Notification Procedure to CAAN Regarding
Changes to the Organization's Activities 1-45
1.10.1 Senior Nominated Personnel 1-45
1.10.2
Changes of approved locations / maintenance
bases 1-45
Changes affecting the approved facilities and
1 .10.3 1-45
scope of work
1.10.4 Capability list 1-46
1.11 Exposition Amendment Procedures 1-46
1.11.1 General 1-46
1.11.2 Amendments/Changes 1-47
1 .1 1.3 Amendment Procedure 1-47
1.11.4 Amendment Approval 1-48

1.11.5 Amendment Control Page 1-48
Part2: MAINTENANCE PROCEDURES 2-1
2.1
Supplier Evaluation & Subcontract Control
Procedures 2-1
2.1.1 Company Policy 2-1
2.1.2 Approved Suppliers 2-1

2.1.3 System for Placing Orders 2-2
2.1.4 Sub-Contractor Selection policy 2-5
2.1.5 Sub-Contractor Control Procedure 2-6
2.2
Acceptance / lnspection of Aircraft Components & Z-T
Materials from Outside Customers
Component / Material lnspection & Acceptance
2.2.1 procedure Approved byn:
2-7
2.2.2 lncomins tnspection 6* /' 2-g
2.2.3 Parts Dealer or Distributer |::ri, ( y1ar.!Dt! 2"10
lssue: 02
Page Xlll
Revision: oo Date: Feb 2otn
,-
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i!-'+ rs*h$r'sstsiri'.ii MarurEruaNcE ORGANtzATtoN Exposlrlott
a-4a$ j..F ,:Y ffi +il : i
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ii TReLr oF CoNTENTS
2.2.4 Material 2-10
2.2"5 Overhaul
Component Received for Repair / 2-11
2.2.6 "'v Repair

Components Returned to Stores following '-r-" 2-11
/ overhaul
2.2.7 Return of Serviceable ltems to Stores 2-11
2.2.8 Return of Unserviceable ltems to Stores 2-16
2.2.9 Direct Delivery Processing 2-16
2.2.10 Goods for Repair or Overhaul 2-16
2.2.11 Unsalvageable Components 2-17

Storage, Tagging and Release of Aircraft
2.3 Components and Materials to Aircraft 2-18
maintenance
2.3.1 Bonded Stores 2-19
2.3.2 Storage 2-19
2.3.3 Shelf & Part Life Control 2-20
2.3.4 lssue: Consumable Parts 2-20
2.3.5 lssue: Aircraft Rotable Components 2-20
2.3.6 Quarantine Procedures 2-20
2.4 Acceptance of Tools & Equipment 2-21
2.4.1 Process for Acceptance of Tools / Special Tools 2-21
2.4.2 Tools & Equipment 2-22
2.4.3 Special Tools lssuance Procedure 2-23
2.4.4 Tool Box 2-23
2.4.5 Procedures for borrowing tools from other airlines 2-24
2,5 Calibration of Tools & Equipment 2-24
2.5.1 Calibration Policy 2-24
2.5.2 lnspection, Servicing & Calibration Pr@rappv"'r hvJ 2-24

tk, /?
2.5.3 Test Equipment Calibration Control ii / 2-25
2.5.4 ldentification of Servicing / Calibratio n ir',,.(rr. flar'zo-32-zA

2.5.5 Equipment Register 2-26
Page XIV Issue: 01

Revision: 00 Date. Feb 2019
Merrureuarucr OncANtzATtoru Exposrnorv
TasLe oF CoNTENTS
-ffi ffiug$,ru\ilHre$Y ,.s$il
2.5.6 Labeling Procedures for Tools /Equipment 2-26
2.6 Use of Tooling & Equipment by Staff 2-26
2.6.1 lssue Of Tools 2-26
Determination / Verification of Tool Serviceability
2.6.2 2-27
Prior to lssue
Training & Control of Personnel in the use of
2.6.3 2-27
Tools & Equipment
2.6.4 Personal Tools / lnstruments 2-27
2.6.5 Loan of Tools 2-27
Procedure for Use & Control Of Non-
2.6.6 2-27
Manufacturer Recommended Tools & Equipment
2.7 Cleanliness Standards of Maintenance Facilities 2-28
2.7.1 lntroduction 2-28
2.7.2 Purpose 2-29
2.7.3 Responsibility 2-29
2.7.4 Procedure 2-29
Maintenance Data/lnstructions & Relationship to
2.8
AircrafUComponent Manufacturers, Instructions
including Technical publications Updating &
2-32
Availability to Staff
2.8.1 Maintenance Data Amendment 2-33
2.8.2 Work Card / Work Sheet / Task Card 2-34
2.8.3 Review of Maintenance lnstructions 2-35
2.8.4 Control of Customer Supplied Maintenance
Data/lnstructions 2-36
2.9 Repair Procedure 2-36
2.9.1 Purpose 2-36
2.9.2 Responsibility Approved by :
2-36
2.9.3 Procedure f^:,i
x__* / 2-36
. 2.9.4 Repair Documentation
Bl% ,, . yrar. gotg 2-36
2.1A Aircraft Maintenance programme Compliance 2-37
21A.1 Contractual Responsibilities for Operators 2-37
2.10.2 Maintenance Program 2-37
2.10.3 Maintenance Program Content 2-37
lssue. 02
Revision: 00 Date: Feb 2019 Page XV
:Sib aR
MRr rurcNnNcE ORGANIZATIoN Exposrrlort
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2.10.4 Compliance / lmplementation 2-38
210.5 Maintenance Program Variations 2-38
2.10.6
Corrosion prevention and control Programme
(CPCP) Reporting 2-38
2.10.7 Structural Safety lnspection (SSl) Reporting 2-38
2.10.8 Reliability Reporting 2-38
2.10.9 Maintenance Preparation 2-39
2.11
Airworthiness Directive / Service Bulletin
2-39
Procedures
2.11.1 Airworthiness Directive Accomplishment 2-39
2.11.2 Records of AD Compliance 2-40
2.11.3 Repetitive I nspections 2-41
2.11.4 AD Compliance Monitoring 2-41
2.11.5 Service Bulletin Accomplishment 2-41
2.11.6 Records of SB Compliance 2-42
2.11.7 Repetitive lnspections 2-42
2.11.8 SB Compliance Monitoring 2-42
2.12 Optional Modification Procedure 2-42
2.12.1 Policy 2-42
212.2 Modification Assessment 2-43
2.12.3 Modification Submission & Approval 2-43
2.12.4 Modification Content & Procedure 2-43
2.12.5 Component Mod ification Procedure 2-44
2.13 Maintenance Documentation in Use & Completion 2-44
2.13.1 lntroduction 2-44
2.13.2 Purpose Approvcd by :] 2-45

'
2.13.3 Responsibllity €;/
\-r ---.8/1 2-45
Sisn. ( /
2.13.4 Procedures Date.JJ. Ner. LiLg 2-46
2.13.5 Maintenance Job Order 2-46
2.13.6 Non Routine Worksheets 2-47
Page XVI lssue: 01

Marrurrruaruce OncANlzATrotr Exposlloru
TneLr oF CoNTENTS
2.13.7 Non Routine Work cards 2-47

2.13.8 Service Bulletin & Special lnspections 2-47
2.13.9 Recording of Test Results 2-47
2.13.10 Filing & Retention of Records 2-47
Control & Use of Customer supplied Work cards /
2.13.11 2-48
worksheets for Third Party
2.13.12 Line activity / maintenance procedures 2-48
2.14 Technical Records Control 2-48
2.14.1 Component Control 2-48
2.14.2 Control of Data Entries 2-48
2.14.3 Logbook Procedures 2-49
2.14.4 Retention & Storage of Aircraft Documentation 2-50
2.14.5 Lost or Destroyed Records 2-51
2.15
Rectification of Defects Arising During base
maintenance 2-51
2.15.1 Defect Classification 2-51
Procedure for rectification of defects arising during
2.15,2 2-52
base maintenance
2.16 Release to Service Procedure 2-53
2.16.1 Certificate of Release to Service 2-53
2.16.2 Maintenance Statement 2-55
216.3 CYN Form 1
2-56
' 2.16.4 Summit Air Pilot Authorization 2-56
2.16.5 Re-Release Of Components Removed
Serviceable From Aircraft 2-56
2,16.6 Single Event / One Off Authorization 2-56
2.17 Record for Operator 2-57
. 2.17.1 Retention of Operators' Record 2-57

Reporting of Defects To CAAN r opeA?HfJ: dbv :'
2.18
Manufacturer Ad/
2-58
2.18.1 General sisn.ft 2-58
Datejll. nar. goJJ
2.18.2 Mandatory Occurrence Reporting System 2-65
2.19 Return Of Defective Components To Store 2-65
lssue: 02
Page XVll
Revision: oo Date: Feb 2019
: . g*qg+ ..r"". '.. li, * e*,
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2.19.1 Unserviceable ltems 2-66
2.19.2 Hold ltems 2-66
2.20 Defective Components To Outside Contractors 2-67
2.20.1 Control of Dispatch, Location & Return 2-67

Control Of Gomputer Maintenance Records
2.21 2-67
system
Control Of Man-Hour Planning Versus Scheduled
2.22 2-68
Maintenance Work
2.22.1 Company Planning v/s Time Available Procedure 2-68
2.22.2 Complexity of Work 2-69
2.22.3 Organization of Shifts 2-70
2.22.4 Account of Human Performance Limitation 2-71
2.22.5 Review Meetings 2-71
2.23 Control Of Critical Tasks 2-74
2.23.1 Critical Tasks 2-70
2.23.2 Duplicate I nspection Requirements 2-71 v

2.23.2 Procedures 2-72
2.24 Specific Maintenance Procedures 2-73
2.24.1 Towing Procedures 2-73
2.24.2 Taxiing Procedures 2-74
2.24.3 C.orrosion Prevention & Control Procedures 2-76
2.24.4 Special lnspections 2-80
2.24.5 Robbery Procedures 2-81
2.24.6 Technical Log Procedures 2-81
2 24.7 Defect Rectification 2-82
2.24.8 MEL Procedures 2-83
2.24.9 Deferred Defects Proced ures 2-83

F;2rlvr:'.1 5'Y I
2.24.10 Workshop Procedure, ', 2-84
#:,:
\_ -... .. /[)
-.
2.24.11 Ground Running s,i,,

'i
/7 2-87
ire 11. Taart !o!1
2.24.12 Aircraft Pressure Runs 2-89
Page XVlll lssue: 01

MarrurrruRrucr OReANlzATtotr Exposlnom
TaeLT oF CoNTENTS
2.24.13 Contract Staff 2-89

2.24.14 Navigational Database Z_gg
2.24.15 Shelf Life Procedures 2-gO
2.24.16 Aircraft Battery Storage & Service procedures 2-g4

2.24.17 Cylinders
Storage of Oxygen 2-gg
2.24.18 Flight under CAAN 'Permit to Fly' 2-1OO
2.24.19 Scrapping of Parts 2-lOO

2.24.20 Test Flight 2-101
2.24.21 Temporary Line Stations 2-101
2.24.22 Maintenance Outside Approved Location 2-1Ol
2.24.23 Handling & Control of Waste Materials 2-102
2.25
Procedures To Detect And Rectify
-----,Maintenance
Errors 2-102
2.25.1 Aims & Objectives of Error Management System 2-102
2.25.2 Description of Process of that reports occurrences 2-102
2.25.3 ---'s_'--
Description of Process that lnvestigates
Occuriences 2_102
2.25.4 Description of Process that records occurrences 2-102
2.54.5 The Analysis of Occurrence Data 2_102

2.26 ShifUTask Handover Procedures 2-103
2.26.1 Purpose 2_103
2.26.2 Responsibility 2_103
2.26.3 Procedure 2_103
Procedures For Notification of Maintenance Data /
2.27 Task card lnaccuracies & Ambiguities to the Type 2-104
Certificate Holder
2.27.1
Method of lnternal Reporting of Maintenance Data
ambiguities 2_104
' 2.27.2 '-r *'-.. .v
Responsible Person for Coordination of Reporting
/ Remedial Actions 2_104
Feedback to Staff & lmplementatipn,of TC Holder /
2.27.3
Manufacturer Corrections "!P:ohY:-
--' ' 2-104
2.28 Production planning procedu ,"r6::.V 24os
2.28.1 Maintenance planning 3!n3,r, . Nar' eoJJ 2-1as
lssue: 02
Page XIX
#td.
\ffis ,\ 4 , MarrurrruRNCE ORGANIzATtoN Exposlrtonr
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TAEUE OF CoNTENTS
Planned Maintenance Program / Activity

2.28.2 2-106
Compliance
Procedures for Establishing a clear work order or
2.28.3 2-107
contract
Procedures for Establishing all necessary
2.28.4 resources are available before commencement of 2-108
work.
P roced u res for Organizi ng ma ntenance person nel i
2.28.5 & providing all necessary support during 2-108

maintenance - scheduled & unscheduled
2.28.6 Consideration of Human Performance Limitation 2-109
2.28.7 Planning of Critical Task 2-109
2.28.8 Evaluation of Planning - Actual versus Planned 2-109
Part L2: ADDITIONAL LINE MAINTENANCE PROCEDURES L2-1

Line Maintenance Control of Aircraft
L2.1 L2-1
Components, Tools & Equipment
L2.1.1 Purpose L2-1
L21.2 Procedure L2-1

L2.2 Line Maintenance Procedures Related to
L2-1
Servicing, Fueling and Deicing
L2.2.1 Fueling - Quality of Supplier L2-1
L2.2.2 Fuel Quality / Quantity Test Procedure L2-2
L2.2.3 Storage of Aviation Fuel at Line Stations L2-4

Line Maintenance Control of Defepts & Repetitive
L2.3 AYrri''rri i-'/:J L2-7
Dgfgcts
L2.3.1 Purpose ;f " i: / ."..---:.2" L2-7
if,
t,r'
L2.3.2 Procedure ,,,:; {t star" 2alJ L2-7
L2.4 Line Procedure for Completion of Technical Log L2-9
L2.4.1 Certificate of Release to Service L2-10
L2.5 Line Procedure for Loan Parts or Pooled Parts L2-10
L2.5.1 Procedure for Loaning Parts / Tools L2-10
L2.5.2 Procedure for Loaning Borrowing Parts / Tools L2-10

Line Procedures for Return of Defective parts
L2.6 L2-11
Removed from Aircraft
L2.7 Line Procedures for the Control of Critical tasks L2-11
Page XX lssue: 01
Revision: 00 Date: Feb 20'19
MrurureruRruce OnoANlzATlorl Exposlloru &1,,
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Tenur oF CoNTENTS N &$A tNr6$ t/i\ S S N & 1$ li! ni".;3i :r t{ $ S
Part 3: QUALITY SYSTEM PROCEDURE 3-1
3.1 Quality Audit Of Organization Procedures 3-2

4^
3.1 .1 Definition of Quality System J-Z
3.1.2 Purpose / Policy of Quality / Compliance Audits 3-2

3.1.3 Annual Review of Maintenance Procedures 3-6
3.1.4 Audit Program 3-B
3.2 Quality Audit Of Aircraft and / or equipment 3-10
3.2.1 Policy 3-1 0
3.2.2 Audit Program 3-1 0
3.2.3 Auditing Methods 3-11
3.3 Quality Audit Remedial Action Procedure 3-12

3.3,1 Purpose 3-12

4^4
J.J,J
Postponement of Corrective Action plan target
date 3-13
3.3.4 Review & Evaluation 3-1 3
3.3.5 Closing of Audit 3-1 3
3.3.6 Quality audit & feedback records retention 3-13
3.3.7 Review of Quality System Overall results 3-'13
3.4
Certifying Staff Qualification & Training
Procedures 3-14
' 3.4.1 Certifying Staff - General 3-14
3.4.2 Certifying Staff Qualification / Experience 3-14
3.4.3 lssue of Authorization 3-22
3.4.4 Company Authorization Stamp 3-24

3"4,5 Renewal / Validity of Authorization 3-24
3.4.6 Revoking Procedures for Authorization 324
3.4.7 lssue of Authorization to ForeigX Licence Holders 3-25
mj3_,ld by
i
3.4.8 Use of Authorization 326
6 I /
3.4.9 rraining procedure 1]:1,j; 1no, totg 3-26
lssue: 02
Page XXI
Revision. oo Date: Feb 2019
MnrrureruRNCE ORGANtzATtoN Exposlttor.t
TnnuT oF CoNTENTS
3.5 Certifyin g Staff Records 3-28

3.5.1 Company Authorization, Codes & Scope 3-29
3.6 Quality Audit Personnel 3-29
3.6.1 Purpose 3-29
3.6.3 Aud itor's lndependence 3-30
364 Aud itor's Qualifications / Profile 3-30
3.6.5 Qualification Assessment 3-30
3.6.6 Quality Auditor Personnel Records 3-30

3.7 Qualifying lnspectors 3-31
3.7.1 Aircraft Component lnspectors 3-31
3.7.2 Material / Stores lnspectors 3-32

3.8 Qualifying Mechanics (non-certifying) 3-32
3.9
Aircraft Or Component Maintenance Tasks
Exemption Process Control 3-33
3.9 1 Purpose 3-33
3.9.3 Maintenance Task Exemption Process 3-33

Concession Control For Deviation From
3.10 3-34
Organ ization's Procedures
3.11
Qualification Procedure For Specialized Activities
i.e. NDT 3-35
3.11.1 Qualifying NDT Personnel 3-36
3.11.2 Qualifying Aircraft Battery Servicing Personnel 3-37
3.12
Control Of Manufacturer's & Other Maintenance
Working Teams 3-37
3.13 Human Factors Training Procedures 3-38
3.1 3.1 Policy & Objectives 3-38
3.13.2 Categories of Staff to be,i!g,.ng$ 3-38

rr;1
3.13.3 lnitial Training '":-:r: :,rh/
rft-.'..' 3-39
3.13.4 Recurrent Training ;,[l; ff yat.goLl 3-39
3.13.5 Requirements for Trainers 3-39

Page XXll lssue: 01
Mat NreruRruc e ORcANlzATtott Exposrlor'r
TneIe oF CoNTENTS
3.13.6 Training Methods and Syllabus 3-40
3.13.7 Human Factor lnvestigation 3-41
3.13.8 Investigation Process 3-42
3.13.9 lnvestigation Report 3-42
3.14 Component Assessment of Personnel 3-42
3.14.1 Assessment Procedure 3-43
3.14.2 Assessment Records 3-44
3.15
Training Procedures for on-the-job training as per
Section 6 of Appendix llt to NCAR part 66 3-44
3.1 5.1 Objective 3-44
3.15.2 Requirements 3-44
3.1 5.3 Procedures 3-45
3.15.4 Designated Supervisor 3-46
3.15.5 Designate Assessor 3-46
Procedure for the issue of a recommendation to
3.16 CAA Nepal for the issue of a NCAR part 66 3-46
License IAW NCAR G6.8.10S
3.17 Safety Management System 3-47
3.17.1 Purpose 3-47
3.17.3 SMS Organisation 3-47
3.17.4 Hazard ldentification & Risk Management 3-48
3.17.5 Hazard I Risk / Occurrence Reporting 3-49
3.17.6 lnternal Recording & Analysis of Safety Data 3-49
3.17.7 Third Party Relationship & lnteractig3F,or*o
uv
3-50
3.17.8 Emergency Response ptan
.
6W 3-s0
3.17.9 Safety Promotion in the Workforce
\tXif,r. rnqr. eol 3-51
3.17.10 Safety Assurance-Management Of Change 3-52
Part 4: OTHER OPERATORS UNDER NEPALESE AOC 4-1
lssue: 02
Page XXIII
MRrrureruaNcE ORGANtzATtoN Exposlloru
r :i,S fr
;: liii::t,!l TRSLT oF CoNTENTS
4.1 Contracted Operators 4-1
4.1.1 General 4-1
4.1.2 Policy 4-1

CAAN Approved Operator's Procedures &
4.2 4-2
Paperwork
4.2.1 General 4-2
4.2.2 Policy 4-2
4.2.3 Responsibility 4-2
4.2.4 General Procedure 4-2
4.3 Operator's Records Completion 4-3
4.3.1 General 4-3
4.3.2 Policy 4-3
4.3.3 Retention of Operator's Records 4-3
Part 5: APPENDICES . DOCUMENTS 5-1
5.1 Sample Of Documents / Forms / Worksheets 5-1
5.1.1 Forms 5-1
5.1.2 Labels / Tags 5-3
5.1 .3 Stamps 5-3
5.2 List Of Sub Contractors 5-3
5.3 List Of Line Maintenance Locations 5-3
5.4 List Of Contracted Organizations 5-3
5.5 Sample of Forms Apprcved by

{. 5-7
r{,i /
L.a--: /
Sign /)
Da'te :r " nar''9ol-3
Page XXIV lssue: 01

MAINTENANCE ORGANIZATION EXPOSITION (MOE)
ABBREVIATIONS / DEFINITIONS
ABBREVIATIONS
AD Airworthiness Directive
ADD Acceptable Deferred Defect
AFM Aircraft Flight Manual
AFL Aircraft Flight Log (same as Technical Log Page - TLP)
AID Airworthiness Inspection Division
AMC Acceptable Means of Compliance
AMM Aircraft Maintenance Manual
AMO Approved Maintenance Organization
AMP Aircraft Maintenance Program
AOC Air Operator Certificate
APU Auxiliary Power Unit
ARC Airworthiness Review Committee
ARS Airworthiness Review Staff
ASB Alert Service Bulletin
AOG Aircraft on Ground
ATA Air Transport Association
ATC Air Traffic Control
Auth Authorization
AWL Airworthiness Limitation
AWM Aircraft Wiring Manual (Same as WDM – Wiring Diagram Manual)
CAW Continuing Airworthiness
CAA Civil Aviation Authority
CAAN Civil Aviation Authority of Nepal
CAM Continuing Airworthiness Manager
CAME Continuing Airworthiness Management Exposition
CAMO Continuing Airworthiness Management Organization
CAMMOE Continuing Airworthiness Management and Maintenance
Organisation Exposition
CAR Civil Aviation Requirements
C of A Certificate of Airworthiness
C of R Certificate of Registration
C of FF Certificate for Fitness for Flight (CFF)
CDCCL Critical Design Configuration Control Limitation
CDL Configuration Deviation List
CG Centre of Gravity
CMM Component Maintenance Manual
Issue: 02 Page XXV

CMP Customised Maintenance Program (same as CMS – Customized

Maintenance Schedule)
CMR Certificate of Maintenance Review
CMS Customized Maintenance Schedule
CPCP Corrosion Prevention & Control Program
CRS Certificate of Release to Service
CVR Cockpit Voice Recorder
DGCA Directorate General of Civil Aviation
DO Delivery Order
EAD Emergency Airworthiness Directives
EASA European Aviation Safety Agency
ENG Engineering (also ENGG)
EO Engineering Order
FAA Federal Aviation Administration
FC Flight Cycle
FH Flight Hour
FAK Fly Away Kit
FAIDK First Aid Kit
FDR Flight Data Recorder
FOD Foreign Object Damage
GDN Goods Dispatch Note
GPU Ground Power Unit
GRN Goods Receipt Note
GSE Ground Support Equipment or Ground Service Equipment
IATA International Air Transport Association
IAW In Accordance With
ICAO International Civil Aviation Organization
IFR Instrument Flight Rule
IMS Inventory Management System
IOSA IATA Operational Safety Audit
IPC Illustrated Parts Catalogue
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
LLP Life Limited Parts
LMP Line Maintenance Procedure
LRU Line Replaceable Unit
MCC Maintenance Control Center
MD Managing Director
Page XXVI Issue: 02

MEL Minimum Equipment List

MJO Maintenance Job Order
MMEL Master Minimum Equipment List
MOE Maintenance Organization Exposition
MOR Mandatory Occurrence Report
MPD Maintenance Planning Document
MRB Maintenance Review Board
MSG Maintenance Steering Group
MSN Manufacturer Serial Number
MTO Maintenance Training Organisation
MTOE Maintenance Training Organisation Exposition
NAA National Aviation Authority
NCAR Nepalese Civil Airworthiess Requirements
NDT Non Destructive Test
NDI Non Destructive Inspection
OEM Original Equipment Manufacturer
OH Overhaul
OJT On the Job Training
OPH Out Of Phase
PD Planning Division
PMA Parts Manufacture Approval
PO Purchase Order
POH Pilot Operating Handbook
QA Quality Assurance
QAFS Quality Assurance & Flight Safety
QEC Quick Engine Change
QM Quality Manager (Quality Assurance Manager)
QMS Quality Management System
QSP Quality System Procedures
RMF Rotable Movement Form
RML Radio Mobile Licence
SARP Standards and Recommended Practices
SATCOM Satellite Communication
SB Service Bulletin
SFAR Special Federal Aviation Regulation
SIL Service Instruction/Information Letter
SL Service Letter
SMI Scheduled Maintenance Inspection
Issue: 02 Page XXVII

SMS Safety Management System

SPM Standard Practices Manual
SRM Structural Repair Manual
SSI Significant Structural Item
STC Supplemental Type Certificate
TC Type Certificate
TI Technical Instruction
TIA Trivubhan International Airport
TIL Technical Information Letter
TLP Technical Log Page (refer AFL)
TSN Time Since New (TTSN – Total Time Since New)
TSO Time Since Overhaul
WO Work Order
Page XXVIII Issue: 02

DEFINITIONS
Accountable Manager: The person designated by the Company

management who has the authority by virtue of his
position to assume his responsibilities under NCAR
145.30(a). and /or under NCAR Part M M.A.606.
Accident: An occurrence associated with the operation of an
aircraft which takes place between the time any
person boards the aircraft with the intention of flight
until such time as all such persons have
disembarked, in which:
a. a person is fatally or seriously injured as a result
of: being in the aircraft; or direct contact with any
part of the aircraft, including parts which have
become detached from the aircraft; or direct
exposure to jet blast (except when the injuries are
from natural causes, self-inflicted or inflicted by
other persons, or when the injuries are to
stowaways hiding outside the areas normally
available to the passengers or crew); or
b. the aircraft sustains damage or structural failure
which: adversely affects the structural strength,
performance or flight characteristics of the aircraft
and would normally require major repair or
replacement of the affected component (except for
engine failure or damage, when the damage is
limited to the engine, its cowlings or accessories;
or for damage limited to propellers, wing tips,
antennas, tires, brakes, fairings, small dents or
puncture holes in the aircraft skin); or
c. the aircraft is missing or is completely
inaccessible.
Aeroplane: A power driven heavier than air aircraft, deriving its
lift in flight chiefly from aerodynamic reaction on
surfaces which remain fixed under given condition of
flight.
Air operator certificate A certificate authorizing an operator to carry out
(AOC): specified commercial air transport operations.
Aircraft: Any machine that can derive support in the
atmosphere from the reactions of air other than the
reactions of the air against the earth’s surface.
Aircraft Engine: An engine that is used or intended to be used for
propelling aircraft. It includes turbo superchargers,
appurtenances, and accessories necessary for its
functioning, but does not include propellers.
Issue: 02 Page XXIX

Airworthy: An aeronautical product is in a fit and safe state for

flight and in conformity with its type design
Airworthiness A certificate issued by the CAAN to all aircraft that
Certificate: have been proven to meet the minimum standards
set down by the NCAR.
Airframe: Fuselage, booms, nacelles, cowlings, fairings, airfoil
surfaces (including rotors but excluding propellers
and rotating airfoils of engines), and landing gear of
an aircraft and their accessories and controls
Airport: An area of land or other hard surface, excluding
water, that is used or intended to be used for the
landing and takeoff of aircraft, including any buildings
and facilities.
Appliance: Means any instrument, mechanism, equipment, part,
apparatus, appurtenance, or accessory, including
communications equipment, that is used or intended
to be used in operating or controlling an aircraft in
flight, is installed in or attached to the aircraft, and is
not part of an airframe, engine, or propeller.
Ballast: A weight installed or carried in an aircraft to move the
center of gravity to a location within its allowable
limits.
Base Maintenance: Maintennace activities out of the scope of Line
Maintenance
Certficate of Release to A statement signed by an authorized person with the
Service (CRS) – Aircraft: appropriate certifying approvals, which asserts that
the aircraft is airworthy to the degree appropriate for
safe flight.
Certifying staff: QA authorized personnel responsible for issuing the
CRS or release of an aircraft or componentafter
inspection / maintenance.
Commercial Air Means any aircraft operation involving the transport
Transport of passengers, cargo or mail for remuneration or hire.
Component: Means any engine, propeller, part or appliance
Continuing Means all of the processes ensuring that, at any time
Airworthiness: in its operating life, the aircraft complies with the
airworthiness requirements in force and is in a
condition for safe operation;
Continuing The formal document which describes how an
Airworthiness approved Continuing Airworthiness Management
Management Exposition Organization (CAMO) is structured to achieve
(CAME): delivery of its activity under Part M Subpart G
approval IAW requirtements M.A.704
Page XXX Issue: 02

Fail-Safe: A characteristic of a system whereby

any malfunction affecting the system
safety will cause the system to revert
to a state that is known to be within
acceptable risk parameters.
Failure: The inability of a system, subsystem,
component, or part to perform its
required function within specified
limits, under specified conditions for a
specified duration.
Fatigue Failure: Fatigue Failure is defined as the
progressive and localized structural
damage that occurs when a material
is subjected to repeated or fluctuating
loads (cyclic loading). The maximum
stress values are less than the
ultimate tensile stress limit, and may
be below the yield stress limit of the
material.
HF Training Training in Human Factors in Aviation
Maintenance
HF Principles Principles of Human Factors in
Aviation Maintenance
Hazard Seriously the Flight Safety: Means any instances where safe
operation could not be assured or
which could lead to an unsafe
condition. It typically includes, but is
not limited to, significant cracking,
deformation, corrosion or failure of
primary structure, any evidence of
burning, electrical arcing, significant
hydraulic fluid or fuel leakage and any
emergency system or total system
failure. An airworthiness directive
overdue for compliance is also
considered a hazard to flight safety
Incident: An occurrence, other than an
accident, associated with the
operation of aircraft which affects or
could affect the safety operation.
Life-Limited Part: Any part for which a mandatory
replacement limit is specified in the
type design, the Instructions for
Continued Airworthiness, or the
maintenance manual
Line maintenance: Line Maintenance is any maintenance
that is carried out before flight to
ensure that the aircraft is fit for the
intended flight. It includes:
 Trouble shooting including defect
rectification
Issue: 02 Page XXXI

 Component replacement with use

of external test equipment if
required. Component replacement
may include components such as
engines and propellers.
 Scheduled / unscheduled
maintenance and/or checks
including visual inspections that
will detect obvious unsatisfactory
conditions/ discrepancies but do
not require extensive in depth
inspection. It may also include
internal structure, systems and
powerplant items which are visible
through quick opening access
panels/doors.
 Minor repairs, modifications,
compliance of Ads, SBs, etc which
do not require extensive
disassembly and can be
accomplished by simple means
Maintenance: Means any one or combination of
overhaul, repair, inspection,
replacement, modification or defect
rectification of an aircraft or
component, with the exception of daily
and pre-flight inspection.
Maintenance Manual: A manual provided by a manufacturer
that outlines the methods, techniques,
and practices prescribed for each
person performing maintenance,
alteration, or preventive maintenance
on an aircraft, engine, propeller, or
appliance.
Maintenance Organization Exposition The formal document which
(MOE): describes how an
approved maintenance
organisation (MRO) is structured to
achieve delivery of its activity under
Part 145 approval IAW requirtements
AMC 145.A.70
Maintenance program: A document which describes the
specific scheduled maintenance tasks
and their frequency of completion and
related procedures, necessary for the
safe operation of those aircraft to
which it applies.
Maintenance release: A document which contains a
certification confirming that the
maintenance work to which it relates
Page XXXII Issue: 02

has been completed in a satisfactory

manner, either in accordance with the
approved data and the procedures
described in the maintenance
organization’s procedures manual or
under an equivalent system.
Master minimum A list established for a particular
Equipment list (MMEL): aircraft type by the organization
responsible for the type design with
the approval of the State of Design
containing items, one or more of which
is permitted to be unserviceable at the
commencement of a flight. The MMEL
may be associated with special
operating conditions, limitations or
procedures.
Major alteration: An alteration not listed in the aircraft,
engine, or propeller specifications:
 That might appreciably affect
weight & balance, structural
strength, performance, power plant
operation, flight characteristics, or
other qualities affecting
airworthiness; or
 That is not done according to
accepted practices or cannot be
done by elementary operations.
Major repair: A repair,
 that, if improperly done, might
appreciably affect weight, balance,
structural strength, performance,
power plant operation, flight
characteristics, or other qualities
affecting airworthiness; or
 that is not done according to
accepted practices or cannot be
done by elementary operations.
Minor alteration: An alteration other than a major
alteration.
Minor repair: A repair other than a major repair.
Minimum equipment A list which provides for the operation
list (MEL): of aircraft, subject to specified
conditions, with particular equipment
inoperative, prepared by an operator
in conformity with, or more restrictive
than, the MMEL established for the
aircraft type.
Night: The time between the end of evening
civil twilight and the beginning of
morning civil twilight.
Issue: 02 Page XXXIII

Powerplant: A complete engine and propeller

combination with accessories.
Pre-Flight Inspection: Means the inspection carried out
before flight to ensure that the aircraft
is fit for the intended flight.
Preventive maintenance: Means simple or minor preservation
operations and the replacement of
small standard parts not involving
complex assembly operations.
Propeller: A device for propelling an aircraft that,
when rotated, produces by its action
on the air, a thrust approximately
perpendicular to its plane of rotation. It
includes the control components
normally supplied by its manufacturer.
Quality Management System (QMS) A quality management system (QMS)
is a formalized system that documents
processes, procedures, and
responsibilities for achieving quality
policies and objectives. A QMS helps
coordinate and direct an
organization’s activities to meet
customer and regulatory requirements
and improve its effectiveness and
efficiency on a continuous basis.
Rating: Means a statement that, as a part of a
certificate, sets forth special
conditions, privileges, or limitations.
Support Staff: Means authorized certifying satff who
perform maintenance without being
authorized to issue CRS.
Page XXXIV Issue: 02

Met ureuANcE OncenrzATroN Expostrtor.r
HrcHlrcnrs oF Cnaruce / Reusiou
Highlights of Change / Revision

lssue 02; Rev 01; Date Nov 201 9
Part Section Page # Description / Highlights of Revision
Changes in LEP due to changes in various pages due to

LEP ilt -lv Revision 01 lssue 02 Date Nov 2019 of MOE
Change in Record of Revsion page due to changes in
RoR vil various pages due to Revision 01 lssue 02 Date Nov
2019 of MOE
HoC XXIV
Change in HoC page highlighting the changes in
Revision 01 lssue 02 Date Nov 2019 of MOE
1 Management 1-9 Change in deputed personnel in Quality Department
1 Management 1-18 Change in designation of Quality Audit Personnel
1 Management 1-23 Change in Quality System Organization System Chart
F'/r-
Date .29. Afav ..lojg
lssue: 02 Page XXXV

PART ONE
MANAGEMENT
SECTION 1: MANAGEMENT
Summit Air – Introduction
Summit Air Private Limited (formerly Goma Air Private Limited) has been incorporated
under the company act of Government of Nepal and is established with an objective to
promote tourism industry as well as to transport the cargo within the region of Nepal. The
mission of the company is to offer safe, reliable and comfortable air transport services
within the designated routes in a competitive, self-sustainable and profitable manner. The
company holds an Air Operator’s Certificate Number 064/2010, initially issued by the CAA
Nepal on 11 October 2010 to operate passenger and cargo flights within the domestic
sector in Nepal.
Summit Air also has its own NCAR-Part 145 Aircraft Maintenance Organization approval
(CAAN approval number CAAN.145.009 initially issued by CAA Nepal on December 04,
2014) for maintenance of its aircraft and other operator’s aircraft that may come under its
scope of approval. These facilities are located at Kathmandu. Summit Air may also
choose to use, from time to time, any other suitably approved NCAR-145 (or equivalent)
maintenance contractor when additional maintenance requirements beyond its NCAR
145 AMO scope of approval is needed.
The organizational facilities of Summit Air along with its aircraft and their continuing
airworthiness records shall be made available to duly authorized members of the CAAN
when this is required or necessitated by CAAN at any time.
Maintenance Organization Exposition – General Information
This Maintenance Organization Exposition (MOE) is the main reference document for all
Maintenance Organization and related Quality Assurance activities of the Summit Air and
forms the basis for NCAR- Part 145 Approval for the maintenance policies and
procedures set out in order to comply with Part 145 Maintenance Procedures.
This MOE is prepared as per guidelines stipulated in NCAR Part 145 A.70 for use of all
aircraft and component maintenance, quality and other maintenance technical support
personnel associated with the maintenance of aircraft under the aegis Summit Air’s
NCAR Part 145 approval.
This MOE is split into various parts as below:
Part Title
1 Management: Describes the management required to carry out the
compliance with Part 145 obligatory of an approved 145 Aircraft
Maintenance Organization.
2 Maintenance Procedures: Describes the policies and procedures set out in
order to comply with Part 145 Maintenance Procedures
L2 Additional Line Maintenance Procedures: Describe the procedures set out
in order to comply with Part 145 Additional Line Maintenance Procedures.
3 Quality System Procedures: Describes the Quality Procedures set out in
order to comply with Part 145 quality system requirements obligatory of a
Part 145 AMO approval holder.
4 Contracted Operators (Other Operators under CAAN AOC): Describes the
contracted NCAR Part 145 Operators as per Part 145.
Issue: 02 Page 1-1

5 Appendices: Includes sample of documents, tags and forms used
Besides this MOE, the following additional manuals shall also be maintained by Summit
Air in order to support its operations and activities related with Part 145 approval. These
manuals of Summit Air shall supplement this MOE & shall be cross-referred where
applicable.
1. Form Manual (SA-FORMS)

2. L410 UVP-E20 Customized Maintenance Schedule (SA-CMS-L410)
3. L410 UVP-E20 Customized Inspection Manual (SA-CIM-L410)
4. L410 UVP-E20 Minimum Equipment List (SA-MEL-L410)
5. Safety Management System Manual (SMSM)
6. Continuing Airworthiness Management Exposition (CAME) (SA-CAME)
7. Workshop Procedures Manual (SA-WSPM)
Page 1-2 Issue: 02

MerrureuRruce ORoeNtzATtoN Exposlnou
Secnoru 1: MarueceMENT '&ffi ma*$w$ffire$f $-Hr
l'ri;tlii (l ?.tili*$t
MANAGEMENT
1.1 corporate commitment by the Accountabre Manager
This exposition and any associated referenced manuals define the organization and
procedures upon which the CivilAviation Authority of Nepal NCAR 145 approval is based
as required by NCAR 145 A.70.
These procedures are approved by the undersigned and must be complied with, as
applicable, when worl</orders are being progressed under the terms of the NCAR 145
approval.
It is accepted that these procedures do not override the necessity of complying with any
new or amended regulation published by the Civil Aviation Authority of Nepal from time
to time where these new or amended regulations are in conflict with these procedures.
It is understood that the Civil Aviation Authority of Nepal shall approve this organization
whilst the Civil Aviation Authority of Nepal is satlsfied that the procedures ire being
followed and work standards maintained. lt is further understood that the Civil Aviation
Authority of Nepal reserves the right to suspend, limit or revoke the NCAR 145 approval
of the organization if thê Civil Aviation Authority of Nepal has evidence that procedures
are not followed or not upheld.
Signed:
Date: ? 8 €Sn UARY qo l9
Manoj Karki
Accountable Manager and Managing Director
For and on behalf of SUMMIT AIR PRTVATE LIM|TED
lssue: 02 Page 1-3

"
MRrrurerueruce OncluzATtoN Exposrnou
Secnoru 1: MarueoeMENT *j* mupffixffire$ffS-$n
1.2 Safety and Quality Policy

The Quality System and associated Quality Assurance Program enables monitoring of
Summit Air's compliance with NCAR-145 & Part-M, Continuing Airworthiness
Management Exposition (CAME), Maintenance Organization Exposition (MOE),
Operations Manual, Safety Management System Manual, and any other standards
specified by Summit Air or CAAN, to ensure it fulfills its prime consideration of
maintaining safety at all times.
The compliance with procedures, quality standard, safety standard and regulations is
the duty of all personnel. The company shall apply human factors principles, and
encourages all personnel to report any operational or maintenance related
errors/incidents, and to cooperate with Quality Auditors, The company will train all
organization staff to be aware of human factors and set a continuous training program
in the field.
We are totally committed to never-ending improvement in the quality of everything we

do in order to satisfy our customers consistently, and to discharge our regulatory
responsibilities to ensure safe operations and airworthy aircraft.
The above Safety & Quality Policy applicable to the Company's Engineering
Department supplements the Corporate Safety Policy as highlighted in the Company's
SMS Manual Section 2f15 that is applicable to all departments of Summit Air including
Engineering Depa
Signed:
Date: 2A F-eBRUARY 2ol1
Manoj Karki
Accountable Manager and Managing Director
Foi and on behalf of SUMMIT AIR PRTVATE LIM|TED
lssue: 02 Page 1"5

1.3 Management Personnel NCAR 145 A.30
The following are the nominated / delegated post holders:
Name Company Post MOE Designation

Mr. Manoj Karki Managing Director Accountable Manager
Mr. Rakesh Prasad Director, Quality Quality Manager
Koirala Assurance
Mr. Prajwal Jung Rana Engineering Director Maintenance Manager
Managing Director of Summit Air Pvt. Ltd. is the Accountable Manager for NCAR Part
145 AMO (Engineering Department) approval. The management personnel listed
above are jointly responsible for ensuring that Summit Air maintenance organization
remains in compliance with CAA Nepal requirements for the approval and that all
maintenance is performed in accordance with those requirements.
Note: The post of above mentioned Management Personnel shall not remain vacant
for more than six months.
Management Personnel Acceptance Criteria
1.3.1.1 Accountable Manager

Requirements / Qualifications :
1. Corporate authority for ensuring that all maintenance, continuing airworthiness
activities & other resources required can be financed and carried out to the
standard required by NCAR Part 145 (AMC 145.A.30(a))
2. Establish & promote the safety & quality policy specified in NCAR 145.A.65 (a),
MOE Section 1.2 & SMS Manual Section 2.1.5
3. Basic knowledge & understanding of Quality Principals, MOE Procedures, NCAR
Part-145 & HF Principles
4. Engineering Degree or Chartered Accountant or Airline pilot or graduate with
minimum of five years of experience in aviation or other business
Mr. Manoj Karki, the Managing Director, is the Accountable Manager. The
Accountable Manager has the overall responsibility for meeting the requirements of
continuing airworthiness of the fleet of aircraft in Summit Air and fulfills requirements
laid down by CAA Nepal. He is also responsible for ensuring that all maintenance
activities can be financed and are carried out to the standard required by CAAN. He
shall also ensure that adequate contractual arrangements exist. This includes,
amongst others, provision of: maintenance facilities, material and tools, sufficient
competent and qualified personnel in relation to the work to be undertaken with a view
to ensuring that all due maintenance is performed on time and in accordance with the
applicable requirements, regulations and approved standards and that the aircraft has
a valid Certificate of Airworthiness for all flights undertaken.
The Accountable Manager has the financial responsibility for all of the maintenance
arrangements.
Issue: 02 Page 1-7

1.3.1.2 Maintenance Manager
Requirements / Qualifications:
1. Working Knowledge of NCAR 145.A.30(b)(3) & HF Training AMC 145.A.30(e) (6)
 Comprehensive knowledge of the MOE.
 Comprehensive knowledge of NCAR Part-145 & any associated requirement
& procedure.
 HF Initial Training
2. Relevant Knowledge As per NCAR 145.A.30(b)(3)
 Technical familiarization & knowledge of the Summit Air’s aircraft or
components maintained by Summit Air.
3. Ten Years of aviation experience of which at least 5 years should be practical
maintenance experience and holder of CAA Nepal Licence with rating on Summit
Air’s type of aircraft (highest category) or components maintained by the
organization with the certifying experience of 5 years
The duties and responsibilities associated with this post is currently assumed by Mr.
Prajwal Jung Rana in support of the Accountable Manager for the in house NCAR-145
Approved Maintenance Organization.
The nominated post holder for Engineering Department (NCAR 145 organization) is
responsible for complete maintenance of Summit Air fleet of aircraft in coordination
with CAMO Manager; scheduling of aircraft maintenance as required; when it has to
be performed and by whom and to what standard, in order to ensure the aircraft are in
an airworthy condition prior to release of aircraft for flight.
He is responsible for administration, control and approval of Maintenance Organization

Exposition.
The Maintenance Manager shall be accepted by CAAN. He shall prepare his

Curriculum Vitae for submission to the CAAN for acceptance along with Form 4 and
necessary documents as required by CAAN.
Note: Information on the appointment of new Maintenance Manager shall be provided

to CAAN at least three months prior to the appointment.
1.3.1.3 Quality Manager
Requirements / Qualifications:
1. Working Knowledge of NCAR 145.A.30(b)(3) & HF Training AMC
145.A.30(e)(6)
a. Comprehensive knowledge of the MOE.
b. Comprehensive knowledge of NCAR Part-145 and any associated
requirement and procedure.
c. HF Initial Training
2. Relevant Knowledge As per NCAR 145.A.30(b)(3)
Page 1-8 Issue: 02

MeurexlNce OnoeNtzATroN Exposlrrom
Secnoru 1: MaHaceMENT #$umffwre*f &!#- l'+;,1Q! i'irYrrt
a. Knowledge of the relevant sample of the type(s) of airoaft or

components maintained by the organization.
b. FormalTraining in Quality systems and auditing techniques.
3. Seven years of aviation experience of which at least 4 years should be
practical experience in CAMO or Quality System and a relevant engineering
degree; or holder of CAA Nepal Licence with rating on Summit Air's type of
aircraft (highest category) or components maintained by the organization with
certifying experience of 5 Years; or twelve years of aviation experience of
which at least 5 years should be practical experience in CAMO or Quality
System and 5 years of practical maintenance experience.
The duties and responsibilities associated with this post are currently assumed by
Mr. Rakesh Prasad-Koirala in support of the Accountable Manager.
The Quality Assurance Manager shall ensure a feedback system to the Accountable
Manager to ensure the corrective actions are both identified and promptly
addressed. The feedback system should also specify who is required to rectify
discrepancies and non - compliances in each particular case, and the procedures to
be followed if corrective action is not completed with an appropriate time scale.
The Quality Assurance Manager shall be accepted by CAAN. He shall prepare his
Curriculum Vitae for submission to the CAAN for acceptance along with Form 4 and
necessary documents as required by CAAN.
Note: lnformation on the appointment of new Maintenance Manager shall be

provided to CAAN at least three months prior to the appointment.
1.5 Deputizing Policy
The following shows the delegated personnel who shall act in the absence of
nominated Management Personnel. For longer periods (more than 15 days)
information regarding the delegated person assuming the responsibility of the
original post holder shall be sent to CAAN through CAAN Form 4, where applicable.
Nominated Post Holders . Deputed To

Accountable Manaqer Director Ooerations
Qualitv Manaqer Sr. Enqineer, Qualitv Department
Maintenance Manaoer Line / Base Maintenance lncharoe / AME
As far as possible, the deputizing person shall have similar qualifications and
experience requirement of the post he/she shall be deputizing. However, should this
not be the case then he/she shall perform only dayto-day administrative duties of
the person deputizing and not decide on any policy or technical issues.
lssue: 02 Page 1-9

1.4 Duties and Responsibilities of Management Personnel

Terms of Reference – Accountable Manager (Position – Managing
Director)
Responsible for: NCAR 145 A.70
The Managing Director is the Accountable Manager and is responsible for:
1. Ensuring that maintenance carried out by the approved organization meets the
standards required by the CAAN.
2. Ensuring that the necessary finance, manpower resources and facilities are
available to enable the company to perform the maintenance to which it is
committed for contracted operators and any additional work that may be
undertaken.
3. Ensuring that any charges are paid, as prescribed by the CAAN in respect of
NCAR-145 approval.
4. Establishing and promoting the safety and quality policy specified in NCAR-145
A.65 (a).
5. Nominating the Management Team (Nominated Post Holders),
6. The competence of all personnel including management personnel has been
assessed.
7. Supervision of the progress of the corrective actions/ review of the overall results
in terms of quality.
Terms of Reference – Maintenance Manager (Position - Director of

Engineering Department)
Responsible for: NCAR 145 A.25 (a,b,c,d.), 145 A.30(c,d.) 145 A.40, 145 A.65(a)
The Engineering Director is accountable for Summit Air’s aircraft & equipment
maintenance and is directly responsible to the Managing Director.
1. He is responsible to ensuring that organization has

a. Facilities appropriate to the planned / scope of work.
b. Office accommodation appropriate to the management of the planned / scope
of work.
c. A working environment appropriate to the tasks being undertaken.
d. Sufficient competent personnel to plan, perform, supervise, inspect and certify
the work being performed, and that where shift working is Involved a
satisfactory method of shift handover is in use.
e. A code of practice in respect of maximum duty hours of maintenance personnel
taking into account of Human Factors issues.
f. Tools, equipment and materials to perform the planned tasks.
g. All necessary airworthiness data as required by NCAR 145 A.45
2. The Director Engineering ensures that maintenance procedures are established
and published within the organization, to achieve good maintenance practices and
compliance with CAAN requirements, and for establishing a Quality System for the
organization to ensure that work is accomplished to the highest standards of
airworthiness and workmanship.
Page 1-10 Issue: 02

3. The Director Engineering is responsible for ensuring that all maintenance is

correctly certified and that records of maintenance carried out are retained safely
and securely for the statutory period.
4. The Director of Engineering is responsible for reporting to CAAN any condition of
the aircraft (or a component), which could hazard safety.
5. He is responsible for ensuring that all maintenance is correctly certified and carried
out in the timescale specified.
6. He is responsible for ensuring the competence of all personnel engaged in
maintenance by establishing a program of training and continuation training using
 internal and external sources
 on-the-job instruction and evaluation
 examination / testing as necessary.
7. He shall respond to quality deficiencies in the area of activity for which he is
responsible, which arise from independent quality audits.
8. He is responsible for the co-ordination of airworthiness standards within the
organization in accordance with CAAN requirements. He shall hold regular
meetings with the Quality Assurance and CAM Department to discuss
airworthiness and related matters, and to determine appropriate and necessary
action.
9. He shall develop (by means of reliability/trend monitoring programs) and raise
amendments to the approved aircraft maintenance schedule / program and other
company procedures for submission through the Director Quality Assurance.
10. Control a repetitive maintenance system for all ground support equipment to
ensure continuing serviceability and appearance.
11. Ensuring the highest standard of housekeeping at all times.
12. Ensuring that all completed work packs / documents & other records are delivered
to the Technical Records section of CAM Department for their proper keeping.
13. The supervision and control of production planning with the assistance of the
Incharge Production Planning.
14. Procuring, storing and supplying material, as required, to support the maintenance
in a timely manner from reliable suppliers.
15. Evaluate material requirements including initial provisioning and established stock
levels;
16. Arrange parts pooling agreements with airlines maintaining similar
aircraft/component;
17. Ensure that handling, shipping receipt, and storage of materials are all satisfactorily
and efficiently carried out in accordance with statutory and company regulations.
18. Maintain records of transactions and stocks as necessary to comply with company
regulation and to CAAN requirements.
19. He is responsible for the implementation of the safety policy and human factor
issues.
The above duties and responsibilities shall be undertaken by the various units under
the Department. The Engineering Director may assign his duties and responsibilities
to any qualified assistant, at his own discretion. However, such delegation does not
relieve the Engineering Director of his overall responsibility and accountability for the
responsibilities of the various units under his department.
Issue: 02 Page 1-11

Terms of Reference – Quality Assurance / Compliance Manager

(Position: Director QA)
The Director Quality Assurance is accountable for Quality Assurance and is directly
responsible to the Managing Director.
The Quality System is required to be "independent" which will normally mean that the
Quality Manager and other Quality Staff are not directly involved in the maintenance
process or with maintenance certification. Following are the functions of Quality
Assurance Manager:
1. The Director Quality Assurance is responsible for establishing an independent

quality system to monitor compliance with CAAN requirements.
2. He is responsible for implementing a quality audit Program 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) with any observed non-
compliance or poor standards being brought to the attention of the person
concerned via the Director Engineering.
3. The Director Quality Assurance is responsible for follow up and closure of any non-
conformances identified.
4. The Director Quality Assurance has direct access to the Accountable Manager in
the event of any reported discrepancy not being adequately attended to by the
relevant person, or in respect of any disagreement over the nature of a
discrepancy.
5. The Director Quality assurance should establish regular meetings with the
Accountable Manager to appraise the effectiveness of the quality system. This will
include details of any reported discrepancy not being adequately addressed by the
relevant person or in respect of any disagreement concerning the nature of a
discrepancy.
6. He is responsible for issue/renewal/cancellation of certifying staff authorizations.
7. He is responsible for defect analysis in respect of aircraft undergoing maintenance
so that any adverse trends are identified and addressed effectively and promptly.
8. He is responsible for establishing feedback from maintenance incidents/issues and
feeding these back into the continuation training programme.
9. With specific reference to the NCAR 145 approval the Director Quality Assurance
is responsible for:
 Assessing sub-contractors for extension of the quality system, and maintaining
the expertise necessary to be able to do so, to the satisfaction of CAAN.
 Assessing external specialist services required to be used by the company in
the performance of maintenance.
 Assessing suppliers of new and used components and materials for satisfactory
product quality in relation to the needs of the organization.
 Preparing standard practices and procedures for use within the organization,
derived from approved sources, and keeping them up to date.
 Defect analysis in respect of aircraft undergoing maintenance so that any
adverse trends are identified and responded to promptly.
Page 1-12 Issue: 02

 Co-ordination of occurrence reports, mandatory or otherwise, and their

notification as necessary to the Civil Aviation Authority as refer per NCAR-
145.A.60.
 The granting of variations in accordance with the limits contained within the
approved maintenance schedule for the aircraft concerned.
 The review and amendment of the maintenance organization exposition
including the scope of work and the capability lists.
 He is responsible for completion of and submission of CAAN Form 2, CAAN
Form 4 or equivalent.
 The Director QA is responsible for maintaining personnel records of all technical
staff, which include, but are not limited to, information provided in this MOE Part
3.5., ensuring that the records are retained safely and securely for the statutory
period.
10. Director Quality Assurance is responsible for establishing, implementing and
maintaining the Quality Assurance Program.
11. The QA Manager defines the human factor principles to be implemented within the
organization.
Terms of Reference: - Materials Planning Incharge
Responsible to: - Engineering Director
Specific responsibilities are:
He/she is responsible and accountable for provisioning, procuring and/or repair of

Aircraft spares/parts, tools, equipments and other aircraft related material that may be
required during the phase of maintenance. His specific duties include:
1. Procuring, storing and supplying material, as required, to support the maintenance

in a timely manner from reliable suppliers.
2. Evaluate material requirements including initial provisioning and established stock
levels;
3. Arrange parts pooling agreements with airlines maintaining similar
aircraft/component;
4. Ensure that handling, shipping receipt, and storage of materials are all satisfactorily
and efficiently carried out in accordance with statutory and company regulations.
5. Maintain records of transactions and stocks as necessary to comply with company
regulation and to CAAN requirements.
6. Identifying, controlling, segregating and maintaining all stock and tools to a
serviceable category.
7. The preservation of all articles or parts, while carried in inventory, including parts
that are subject to deterioration and shelf-life specifications.
8. Controlling the inventory.
9. The planning, direction, co-ordination of activities within the Division and the
planning of activities in conjunction with base requirements, as identified by the
Maintenance Planning Incharge of CAM Department regarding pre-input
requirements.
10. Ensuring prompt remedial action is taken as a result of any non-compliance report
raised by Quality Auditor.
Issue: 02 Page 1-13

11. Ensuring that Company (and any Contracted customer) procedures are complied
with.
12. Ensuring that all material received for use on aircraft has been procured only from
approved sources.
13. The verification of Approved Certificates/Release Notes relaying to consignments,
including communication with Vendors when required.
14. Ensuring that inspection of goods received properly checked / inspected for
quantity, quality and serviceability and that item details conform to those specified
in accompanying documentation and Company Purchase Orders.
15. Ensuring the correct labeling of items using Company approved labels. Ensuring
that details entered on labels are correct and that where appropriate, shelf life is
recorded on labels.
16. Compliance with the operation of the Company Shelf Life Control.
17. Ensuring Calibration control of specialist tools and test equipment.
18. Documentation control of items dispatched to outside agencies.
19. Such other duties as may be required from time to time.
the Division. The Material Planning Incharge may assign his duties and responsibilities
to any qualified assistant, at his own discretion. However, such delegation does not
relieve the Material Planning Incharge of his overall responsibility and accountability
for the responsibilities of the various units under his department
Terms of Reference: - Incharge Line / Base Maintenance
Responsible to: - Director Engineering
Responsible for: NCAR 145 A.45(c), 145.A.50, 145 A.60, 145 A.75(a)
Specific responsibilities are
1. Close liaison with the Director Engineering, CAM Sr. Manager & Quality Assurance
Director.
2. The satisfactory completion and certification of all work carried out on aircraft
maintenance and ensure that all completed maintenance related records and
AFL/TLP sheets are transmitted to the technical records within 48 hours for the
aircraft under his control.
3. Ensuring, through the workforce under his control, that the quality of workmanship
is to a standard acceptable to the company and the CAAN.
4. Ensuring the competence of all personnel engaged in maintenance by monitoring
their performance, and identifying the necessity for additional or continuation
training in association with the Director Engineering and Director QA.
5. Ensuring the highest standard of housekeeping in the work shop and maintenance
area and on the aircraft at all times.
6. Ensuring that, in the case of sub contract staff, the standard of workmanship and
quality are to company requirements.
7. He will respond to quality deficiencies in the area of activity for which he is
responsible, which arise from quality audits.
8. Complying with the requirements of the Company Exposition and the Regulatory
Authorities requirements.
Page 1-14 Issue: 02

9. Monitoring the Company Procedures applicable to his area of work and submitting
to the Director Quality Assurance any proposal for such revisions to optimize the
quality and effectiveness of those procedures.
10. Ensuring that efficient and cost effective maintenance of aircraft, whilst complying
with Airworthiness requirements.
11. Co-ordinate & liaise fully with operations & engineering staff when changes to the
operations flying program are necessary.
12. Any corrective action resulting from quality compliance monitoring.
13. He will ensure that all third party incoming work is recorded and that the appropriate
worksheets are raised.
14. He will ensure that, in conjunction with the Planning Division, all components are
modified where necessary.
15. He will ensure that all ground equipment and tools under his control are kept
serviceable and where appropriate within calibration.
16. Liaise with the Duty Engineer as required to provide additional support if needed.
17. The day-to-day monitoring of Deferred Defects on the aircraft operating.
18. Prepare monthly duty roster of technical staffs under his control.
19. Such other duties that may be assigned by Engineering Director from time to time.
the Division. The Incharge may assign his duties and responsibilities to any qualified
assistant, at his own discretion. However, such delegation does not relieve the
Incharge of his overall responsibility and accountability for the responsibilities of the
various units under his Division.
Terms of Reference: In-charge Workshop
Responsible for: NCAR 145.A.30(b)(5)
The Workshop Manager is directly responsible to the Director Engineering and, in

coordination with his subordinates, is responsible and accountable for maintenance of
all incoming unserviceable component to the workshop in accordance with the
approved maintenance data, or any other mandatory requirements. His specific duties
include:
1. The satisfactory completion and certification of all work carried out in the workshop.
2. Ensuring, through the workforce under his control, that the quality of workmanship
is to a standard acceptable to the company and the CAA Nepal.
3. Ensuring the competence of all personnel engaged in the shop by monitoring their
performance, and identifying the necessity for additional or continuation training in
association with the Director Engineering.
4. Ensuring the highest standard of housekeeping in the Shop at all times.
5. Ensuring that, in the case of sub contract staff, the standard of workmanship and
quality are to company requirements.
6. Responding to quality deficiencies in the area of activity arising from independent
quality audits.
7. Complying with the requirements of the Company Exposition and the CAA Nepal
requirements.
Issue: 02 Page 1-15

8. Monitoring the Company Procedures applicable to his area of work and submitting
to the Quality Director any proposal for such revisions to optimize the quality and
effectiveness of those procedures
9. Controlling a repetitive maintenance system for all equipment and tooling to ensure
continuing serviceability, calibration status current (if required).
10. Ensuring that the company procedures and standards are adhered to when
carrying out maintenance and all technical manuals & publication are updated.
11. Coordinating with other division of engineering with the goal of optimizing
resources, processes, and procedures.
Terms of Reference – Incharge Production Planning
The Production Planning Incharge is directly responsible to the Director Engineering.

He is responsible for acting as a coordinator between the Continuing Airworthiness
Department and the Engineering Department (Maintenance Organization).
Responsible for: NCAR Part M.A.708
His specific responsibilities are:
1. Provide Summit Air’s Operations with maintenance expertise and act as liaison
between the Continuing Airworthiness, Engineering Department, Operation
Department, Stores and Workshop.
2. In association with the Continuing Airworthiness for ensuring that all maintenance
is carried out on time and to an approved standard.
3. Ensures required Tools, Equipments, Components, Manpower, Technical
Publications are available for scheduled/ unscheduled maintenance.
4. Complying with the requirements of the Company Exposition and the Regulatory
Authorities requirements.
5. Ensures that prompt remedial action is taken as a result of any non-compliance
report raised by Quality Audits.
6. Ensuring that efficient and cost-effective maintenance of aircraft in accordance any
contracts, whilst complying with Airworthiness.
7. Developing a hangar visit plan in association with the Director Engineering and/or
CAM Sr. Manager or their delegates.
8. Such other duties that may be required from time to time.
Terms of Reference – Base Maintenance Manager
Responsible to: Incharge Base / Line Maintenance
He shall be mainly responsible for the management and control of aircraft handling
and maintenance throughout the company’s Base Maintenance network. His duties
and responsibilities shall be:
1. Direct overall maintenance and servicing of fleet aircraft.
2. Promote the highest standards of airworthiness, workmanship and full
compliance with company and airworthiness authority’s requirements.
Page 1-16 Issue: 02

3. Directs the development, implementation and maintenance of policies

procedures and systems in respect of the Base Maintenance, and all other
technical support group.
4. Liaison with Incharge of Base / Line Maintenance concerning the long-term
objective of the company, including the planning and direction of Base
Maintenance toward the achievement of those objectives; development of
options to improve performance.
5. Liaison with Incharge of Base / Line Maintenance to prepare the annual plans
and capital and operating budgets, and controls resources and expenditure
against those plans and budgets.
6. Exercise effective management of the manpower in terms of selection, training,
motivation and evaluation, and the disciplining of subordinates in appropriate
liaison with the Incharge of Base / Line Maintenance.
7. Is responsible for and has authority to arrange for contract maintenance and,
supervises the contract activity in collaboration with Quality Manager.
8. Ensure that adequate facilities appropriate to the planned work are provided,
and that such facilities have an acceptable working environment in relation to
the work performed.
9. Ensure that suitable office accommodation is available to effect the
management of the planned work.
10. Maintain aircraft manuals to its currency to achieve good maintenance
practices, and to ensure full compliance.
11. Ensure that serviceable ground equipments, general tools and special tools are
available to carry out the maintenance jobs and approved procedures are being
followed during all phases of work.
12. To ensure the availability of the updated technical literature and to maintain the
records for the same.
13. To ensure the availability of the spares for scheduled and unscheduled
maintenance work.
14. To ensure that adequate approved personnel, spares and ground equipments are
available for carrying out the maintenance.
15. To ensure that the maintenance activities are carried out in safe and conducive
environment.
16. To oversee the stores functioning at the subject station.
17. To ensure that records of ground support equipments at the subject station are
maintained viz. updated list of equipments, maintenance schedules of
equipments and their servicing records.
18. Coordinate with the Incharge of Base / Line Maintenance for discussing any
major snags, repetitive snags, delays, incidents etc. and bring out with remedial
actions and avoid recurrence in future.
Terms of Reference – Line Maintenance Manager
Responsible to: Incharge Base / Line Maintenance
Line Maintenance Manager shall report to the Incharge Base / Line Maintenance and
shall be responsible for the following at their respective stations:
1. Ensure that serviceable ground equipments, general tools and special tools are
available to carry out the maintenance jobs and approved procedures are being
followed during all phases of work.
Issue: 02 Page 1-17

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2. To ensure the availability of the updated technical literature and to maintain the reeords for
the same.
3. To ensure the availability of the spares for scheduled and unscheduled maintenance work.
4. To ensure that adequate approved personnel, spares and ground equipments are
available for carrying out the maintenance.
5. To ensure that the maintenance activities are carried out in safe and conducive
environment.
6. To oversee the stores functioning at the subject station.
7. To ensure that records of ground support equipments at the subject station are maintained
viz. updated list of equipments, maintenance schedules of equipments and their servicing
records.
Coordinate with the lncharge Base / Line Maintenance for discussing any major snags,
repetitive snags, delays, incidents etc. and bring out with remedial actions and avoid
recurrence in future.
11.4.10 Terms of Referince,'Sr, Engineer / Lead Quatity Auditor

Responsible to: - Director QA
Responsible for: NCAR 145 A.65(c)
The Sr. Engineer, Quality Department may act as auditor or lead auditor as designated by
the Quality Manager. ln cqse, Quality Manager nominate a person or group of persons
(not having direct responsibility in the areas being audited) for a particular quality audit, the
Sr. Engineer will act as lead auditor to lead the audit team. During such time, the
designated auditor shall report directly to Lead Auditor in matters related to the audit or
other safety issues in the areas being audited. Besides it, during the absence of Quality
Manager, the Sr. Engineer exercise the function of Quality Manager in accordance with
MOE 1.4.3.
The Director Quality Assurance or person designated by Director QA may act as Quality
Auditor. The Auditor shall specifically be responsible for:
1. Carrying out the organization quality audit program in which compliance with all
Maintenance procedures is reviewed at regular intervals in relation to each type of aircraft
or component flown or maintained.
2. Bringing to the attention of the Director Engineering of any non-compliance or poor
standards, with a timescale for the remedial action to be completed.
3. Preparing standard practices and procedures for use within the organization, derived from
. approved sources, and keeping them up to date.
4. Assessing sub-contractors in order to establish the quality of workmanship to the sub
contracted component or rhaterial.
5. Assessing external specialist services required to be used by the organization in the
performance of maintenance.
6. Assessing suppliers of new and used components, and materials, for satisfactory product
quality in relation to the needs of the organization.
7. Ensuring that where airuvorthiness control is the responsibility.of the Planning Division, the
standards to which that control is achieved, are acceptable.
8. Ensuring that the certifying staff authorization system is acceptable.
The Quality Auditor shall meet the minimum requirements as laid down by the Quality
Director. These shall be but not limited to:
o Should have at least five years of aviation related maintenance activities experience
including planning
. Should have working knowledge of quality audit system & ability to carry out quality
monitoring program audits
. Ability to understand Aeronautical maintenance activities
Page 1-18 lssue: 02
 Ability to view and understand technical documents

 Knowledge of manuals and company procedures, current regulations including
NCAR 145, Part M & NCAR 145
 Knowledge of human factor principles
Terms of Reference: Duty Engineer
Responsible to: - Line / Base Maintenance Incharge
Responsible for NCAR 145 A.50, 145.A.60
Specific responsibilities are:
1. The satisfactory completion and certification of all work carried out on line operated
aircraft.
2. Ensure that all technical log sheets are transmitted to the technical records on a
daily basis, and aircraft daily status reports for aircraft under his control are
completed.
3. The efficient control of the line maintenance functions within the company and the
associated liaison with the Operations department.
4. The day-to-day monitoring of Deferred Defects, on the aircraft operating from main
base
5. Ensuring, through the workforce under his control, that the Quality of workmanship
in the final product is to a standard acceptable to the company and the CAAN.
6. Monitoring the Company procedures applicable to his area of work and submitting
to the director Quality Assurance any proposal for such revisions to optimize the
Quality and effectiveness of those procedures.
7. Ensuring that efficient and cost effective maintenance of aircraft in accordance with
any contracts, whilst complying with Airworthiness requirements.
8. Ensuring the shift diary is kept up to date, with all relevant information.
9. Such other duties that may be required from time to time.
10. Ensure that the Duty Personnel board is updated on weekly basis.
Terms of Reference – Approved Licensed / Certifying Engineers
Responsible to: Duty Engineer
Responsible for: NCAR-145 A.45 (c), 145.A.50, 145 A.60
1. The control, safety and performance of staff under their jurisdiction.

2. Accomplishment of production, maintenance and inspection tasks as delegated by
optimum use of manpower and resources in the most efficient and cost-effective
manner.
3. The quality standards or work carried out by himself and staff under his control.
4. Reporting significant defects encountered on work in progress to relevant
personnel.
5. Ensuring the equipment and premises in his charge are maintained to satisfactory
standards and discrepancies are duly reported.
Issue: 02 Page 1-19

6. Ensuring all Company and legal requirement appertaining to aircraft, inspection

and production documentation are duly complied with.
7. Exercising his license/approval in his inspection and productive work task and
upholding the terms of his authorization required by the Director Quality Assurance.
8. Maintaining acceptable airworthiness, safety and performance standards in his
delegated areas of responsibility.
9. Undertaking special tasks and project as required for the efficient and productive
functioning of the Company.
10. Ensure that the Company Procedures and Contracted Customer Procedures are
complied with.
11. Such other duties as may be required from time to time.
Terms of Reference – Non-Approved Personnel (Technicians)
Responsible to: Respective Incharges of Line Maintenance, Base Maintenance or

Workshop
1. Accomplishment of production, maintenance / tasks as delegated in the most

efficient and cost-effective manner.
2. Reporting significant defects encountered on work in progress to relevant
personnel.
3. Ensuring the equipment and premises are maintained to satisfactory standards and
discrepancies are duly reported.
4. Undertaking special tasks and projects as required for the efficient and productive
functioning of the Company.
5. Ensure that the Company Procedures and Contracted Customer Procedures are
complied with.
6. Ensure coverage of the ramp is adequate for operational requirements including
coverage for towing, marshaling, catering & cleaning etc.
7. Ensuring the shift handover diary is kept up to date with all relevant information
recorded thus enabling smooth shift transition
8. Ensuring all unserviceable equipment is repaired swiftly by raising a requisition and
forwarding it to the Engineering Stores/Planning Manager.
9. Supervise for aircraft cleaning and ensure all flights are attended and the aircraft
interior is cleaned ready for the next flight.
10. Liaise with Stores with regard to movement of company spares/goods.
11. Liaise with Nepal Oil Corporation for fuel and refuel under the direction of the Duty
Engineer.
12. Maintain cleanliness of Maintenance area and surrounds.
13. Ensure the security of the tool house during their duty period.
14. Such other duties as May be required from time to time
Terms of Reference – Incharge, Stores
Responsible to: Material Planning Manager
Responsible for: NCAR 145 A.40, 145.A.42
Page 1-20 Issue: 02

 Identifying, controlling, segregating and maintaining all stock and tools to a

serviceable category as designated by the Material Planning Manager.
 The preservation of all articles or parts, while carried in inventory, including parts
that are subject to deterioration and shelf-life specifications.
 Controlling the inventory.
 The planning, direction, co-ordination of activities within the Stores and the
planning of activities in conjunction with base requirements, as identified by the
Material Planning Manager regarding pre-input requirements.
 Ensuring prompt remedial action is taken as a result of any non-compliance report
raised by Quality Auditor.
 Ensuring that Company (and any Contacted customer) procedures are complied
with.
 Such other duties as may be required from time to time.
 Being conversant with the use of computer equipment, facsimile and the safe
operation of handling equipment.
 The correct labeling of items using Company approved labels, ensuring that details
entered on labels are correct and that where appropriate, shelf life is recorded on
labels.
 Compliance with the operation of the Company Shelf Life Control.
 Operation of the specialist tooling and test equipment periodic check and
rectification system as necessary.
 Documentation control of items dispatched to outside agencies.
Terms of Reference – Material Inspector
 Ensuring that all material received for use on aircraft has been procured only from
approved Supplier(s).
 The verification of Approved Certificates/Release Notes relaying to consignments,
including communication with Vendors when required.
 That item details conform to those specified in accompanying documentation and
Company Purchase Orders.
 Issue serviceable tag (Form SA-115) as may be required.
 Shall ensure that all applicable ADs and mandatory SBs have been incorporated
in the components before issuance of a serviceable tag
 File adverse reports with regards to the inappropriate quality of components or
material supplied which may also include in-sufficient or in-appropriate documents
 Shall inspect the condition of rotable items not used for long time (one year for
avionics items and two years for mechanical items) to ensure that the items
packaging have not been damaged and the items are in good physical condition.
The items shall then be retagged with serviceable tags as required.
Issue: 02 Page 1-21

1.5 Management Organization Chart

Summit Air Organizational Chart
In-House Maintenance Organization (Engineering Department)

Organization Chart (NCAR Part 145 AMO)
Page 1-22 Issue: 02

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1.5.3 Quality Sysfem Organization System
1.5.4 Continuing Airworthrness Management(CAM) Department
Nofe; Refer to Summit Air's CAME for details on CAM Department & TOR of tts
management personnel
lssue: 02 Page 1-23

Contact Information
The following shall be the point of contact for the different sections / units
Name Section / Unit Location Email address Tel Number

Prajwal Rana Engg Department Kathmandu prajwalrana@sum 9802080013
mitair.com.np
Rakesh P Koirala QA Department Kathmandu rakeshkoirala@su 9802080005
mmitair.com.np
Anil Rajbhandari Incharge Kathmandu Engg.ktm.summit 9802080029
Workshop air@gmail.com
Kamal Yadav Engg Office Nepalgunj Engg.kep.summit 9816842556
air@gmail.com
1.6 List of Certifying Staff. NCAR 145 A.35

Certifying Staff
Certifying staff means those persons qualified to CAAN AMTL licensing / authorization
requirements and who are authorized by Quality Assurance of Summit Air in
accordance with the Summit Air approved procedures (MOE Section 3.4) to certify
aircraft or aircraft components for release to service.
A current list of all certifying staff shall be kept at and controlled by the Quality
Assurance Director. The list of certifying staff shall be maintained in the format shown
below. This list of certifying staff shall provide, as a minimum, following information for
each certifying personnel:
 Name,
 Category & Rating
 QA Authorization Number
 Scope and limitation of the Certification Authorization
 Date of first issue of the Certification Authorization
 Specimen Signature
Sample of List of Certifying Staff
Certification QA Date of issue

S/ AMTL Specimen
Name Category Rating Scope/Limitati Authorizationof
N # Signature
on # authorization
1.
2.
The above list shall be an integral part of this MOE and shall be intimated formally to
CAAN. Should any changes occur to the list, CAAN shall be notified accordingly.
Page 1-24 Issue: 02

Certifying and Non-Certifying Staff Records
The maintenance of the records of Certifying and Non-Certifying Staff and their
records is a function of Engineering Department and is held on file maintained by
Engineering Director. Maintenance personnel access to the files is restricted to
authorized personnel only. Hard copies of the record for each individual are kept and
maintained by the Engineering Department in the personal files.
Certifying staff authorizations are issued in accordance with procedures laid down in
Section 3.4. of this MOE.
List of Signatories Approved for Specific Functions
Personnel employed by the Company who are approved to perform specific signatory
functions are held in a file maintained by the Engineering Department. These functions
are as follows:
Maintenance Program Variations

Authority to issue variations to the prescribed periods in so far as permitted by the
Customized Maintenance Schedule approved by CAAN.
 Quality Director
Inspection Authorization Document

Authority to approve amendments to individual’s Inspection Authorization Documents.
 CAAN and / or Quality Director
Authority to apply for a variation of company capability (Part 145) to CAAN

 Engineering Director or Quality Director
Authority to embody Technical Manual Amendments into aircraft copy.

 Engineering Director or designated personnel
1.7 Manpower Resources NCAR 145 A.30

Manpower Resources - General
The Director of Engineering Department reports to the Managing Director. The

Director Engineering is responsible for ensuring adequate manpower resources are
available to accomplish the maintenance activities of the company or customer
operated aircraft and it’s components and equipment in accordance with standard
required by NCAR 145.A.65.
All recurring maintenance items, deferred maintenance items and unscheduled

maintenance, etc. shall be entered into the cardex system as well as computer data
base maintained by Technical Records of CAM Department. Required maintenance
shall be coordinated daily through communications between CAM Department and
Engineering Department. An aircraft’s maintenance status report shall be printed by
Issue: 02 Page 1-25

CAM Department on a monthly basis for review by Quality Director and Engineering
Director.
The CAM Department shall generate the maintenance package including all required
maintenance tasks and applicable SBs/ADs as applicable to the aircraft, engines,
propellers, rotors, components, accessories, and equipment. The MJO along with the
work package shall be sent to Engineering Department.
The Engineering Director or his delegate shall review the MJO’s and related
documents and assembled package for performance of checks/Inspections. He shall:
1. Plan work packages implementation schedule for routine work, modification

programs, repairs, or combinations of individual events. Base Maintenance
activities are then planned individually taken into account the Base facility, approval
status, available labor levels, work specification and the requirement of the
Approved Customized Maintenance Schedule (CMS) and/or Customized
Inspection Manual (CIM)
2. The work package shall be sent to Kathmandu, Nepalgunj airport office(s) or other
line station offices (where applicable) for the completion of maintenance task of
respective aircraft depending on the location of aircraft or place of maintenance
task execution.
3. Check manpower capacity, material, layover times (availability of aircraft),
operational limitations, flight hours, cycles, and hard time of components.
4. Monitor operational limits and intervals.
5. Plan manpower deployment of different maintenance areas by shifting workloads
accordingly.
6. Monitor and review the flow-back of documents after work is performed.
The duty engineer or the authorized person issuing the CRS shall review all
information after completion of maintenance packages and then forward to CAM
Department.
The data shall be entered into the cardex and/or computer for maintenance tracking
purposes by the Technical Records.
Unscheduled maintenance shall be controlled by the Line/Base Maintenance Incharge

and shall delegate the work to the appropriate AMTL for completion. Unscheduled
Maintenance delegated to the AMTL shall be carried out as required and recorded in
the Aircraft Flight Log.
CAM Department shall be responsible to ensure analysis of all Service Bulletins and
Airworthiness Directives that are applicable to the aircraft fleet and advise the
Engineering Department for their incorporation in a timely manner.
The Engineering Director with oversight from the CAM Sr. Manager shall ensure that
all applicable one time and recurring AD’s and mandatory SBs are complied with at
the required intervals and recorded in the appropriate Aircraft Flight Log prior to aircraft
dispatch. Application to CAAN for any exemptions or alternate means of compliance
to applicable AD’s and SBs (if required) shall be coordinated through the Quality
Director.
Page 1-26 Issue: 02

Approved and QA authorized Licensed Engineers are responsible to the Engineering

Director through Line/Base Maintenance Incharge for carrying out inspection and
production tasks as delegated. They are also responsible for the quality standards of
work carried out by themselves and by staff under their control and for exercising their
license/approval authority in their inspection and production tasks.
Non-approved personnel/technicians have no signing authority and must satisfy the

requirements of the person supervising for their completion of their work.
Stores personnel provide stores support to meet the Company and any customer
requirements. All stores are manned with the required personnel necessary for the
service and control of all stores functions.
The Quality Assurance shall perform quality audits as per the quality audit plan.
Summit Air shall ensure the sufficient manpower is available for all maintenance
activities. Process for the manpower resources, in a sequential manner, shall be based
on the following:
i. Manpower assessment (for intended scope of work)

ii. Recruitment of new personnel (based on manpower assessment)
iii. Training need analysis
1.7.1.1 Manpower Assessment
All managers / Incharges shall initiate manpower assessment process for each year.
Each Manager / Incharge shall determine required man-hours for their department to
develop Man-hour plan. Such plan shall be submitted to Engineering Director and HR
Manager.
Following shall be the basis for assessment of required man-hours:

 Scheduled work load pattern
 Hanger Visit Plan
 Availability of Aircraft ground time
 Estimated man-hour per employee
 Skills/Specialized services required
With inputs from all managers, Master Man-hour Plan shall be developed by
Engineering Director and HR Manager, who shall assess manpower requirements.
The Engineering Director, upon receipt of required manpower proposal shall call
managers for review of the requirements.
The Engineering Director shall have a maintenance man-hour plan showing that the
organization has sufficient staff to plan, perform, supervise, inspect and quality monitor
the organization in accordance with the approval.
To ensure sufficiency of staff, Summit Air Shall employ or contract such staff in a
manner that at least 50 Percent of the staff that perform maintenance in each
Issue: 02 Page 1-27

workshop, Line Maintenance, Base Maintenance on any shift shall be permanent to

ensure organizational stability (AMC 145.A.30 (d)).
The Maintenance man-hour plan shall be reviewed at least every 3 months during the
review meetings.
Significant deviation from the maintenance man-hour plan shall be reported through
the divisional manager to the Quality Assurance Manager and the Accountable
Manager for review. Significant deviation means more than a 25% shortfall in available
man-hours during a calendar month for any one of the functions specified in NCAR
145.A.30 (d).
1.7.1.2 Recruitment of new personnel
Summit Air, in accordance with defined policy, shall select/ appoint maintenance staff
on permanent/ contractual basis in close coordination with Engineering Director, HR
Manager, Manager of concerned unit for which the recruitment is being done.
Training Policy
Training shall be provided by Summit Air to ensure that each member of staff is
adequately trained to carry out the functions of, and satisfy the responsibilities
associated with NCAR Part 145 functions. Summit Air’s Accountable Manager
supports the policy to strive for a high level of quality in work performance within
Summit Air’s Engineering Department. In order to attain and preserve these
objectives, a training program shall be established incorporating one time and
recurrent training (as required) for all levels of personnel within the organization.
Summit Air Personnel shall be trained:
 To comply with the requirements of the CAA Nepal

 In accordance with the requirements set for a specific job
The following points shall be satisfied to ensure correct implementation of this policy:
 The need for training shall be identified.

 Training provisions shall be made available.
 Qualification requirements for each specific job shall be set and met
Page 1-28 Issue: 02

1.7.2.1 Training Requirements
A/C Record
Maintenance
Maintenance
QA Manager
Accountable
Technicians
QA Auditor
Instructors
Engineers
Librarians
Planners,
Certifying
Manager
Manager
Training Area / Subject
keeper,
1. LET 410 UVP-E20 (GE H80)
Maintenance Type (B1 or X X X
B2))
2. NCAR / Part 145 / Part M
X X X X X X X X
Familiarization
3. MOE / CAME Familiarization X X X X X X X X
4. Human Factors in
X X X X X X X X
Maintenance
5. LET 410 UVP-E20 (GE H80)
(B1 or B2)) Maintenance X X
Refresher /Recurrent
6. NCAR / Part 145 / Part M -
X X X X X
Refresher /Recurrent
7. MOE / CAME – Refresher
X X X X X
/Recurrent
8. Human Factor - Refresher /
X X X X X
Recurrent
9. Quality Assurance Auditing
X X
Techniques / Workshop
10. Quality Assurance Auditing
Techniques / Workshop - X X
Recurrent
11. Familiarization of L410
X X X X
aircraft & engine / Avionics
12. Planning Control & Technical
X
Records (OJT)
13. Technical Documentation
X X
(OJT)
14. SMS Training X X X X X X X X X
1.7.2.2 Training Needs Assessment
Within Summit Air, besides the above mentioned regular scheduled training program,
additional training needs for the personnel shall be identified through the following
means:
 Quality Audits
 Staff appraisal reviews
 Informal continuous reviews
 Practical needs
 Renewal/ request for company Authorizations.
The Engineering Director in coordination with the QA Director is responsible for

defining the training needs of personnel engaged in the aircraft or equipment
Issue: 02 Page 1-29

maintenance and shall ensure that sufficient skilled personnel are available in order to
maintain the Part 145 requirements. Initiation of the training needs may originate from
section heads also.
The Engineering Director shall conduct a comprehensive training need review in

coordination with his/her sectional Incharges every two years. QA Manager’s inputs
may also be taken.
i. Quality Audits
Quality Audits are described in Part 3 Quality System of this MOE. The need for
training shall be identified through analyzing the quality audits which are performed
by Quality Auditors in coordination with the QA Manager. QA Manager shall inform
management of the problem (s) encountered and indicate if training is desired. The
Engineering Director shall in coordination with Human Resource Department
(where appropriate) evaluate the need for training and if considered necessary,
provide for a suitable training course.
ii. Staff appraisal reviews
In accordance with the Summit Air personnel policy, formal staff competence
assessment shall take place at least once in two years. Staff competence
assessment serve diverse purpose and shall include the identification of training
needs. Staff competence assessment shall be performed by the Engineering
Director in coordination with QA Director and the Human Resources Department
(where appropriate). Staff competence assessment shall be reviewed in order to
evaluate strengths and weaknesses of the employee. This information shall among
other things be used to identify the need for training.
iii. Informal Continuous Reviews
This type of review serves the same purpose as the formal competence
assessment as described above. The reviews take place through casual meetings
and talks when needed or required. Except for giving the staff feedback on their
performance and prospects they shall also serve to assess the need for training.
iv. Practical Needs
Need for more or better qualified personnel due to the introduction of a new of
additional technology (e.g. the introduction of a new type of aircraft) or because
employees have been transferred to new assignments which require more skill,
knowledge or different specific techniques also dictate the need for additional
training.
Page 1-30 Issue: 02

v. Renewal/ Request for a company Licence
QA Manager may indicate the need for training on a specific subject at the moment
of renewing or requesting for a Company Authorization.
Once the training needs are established by any one and or combination of the above-
mentioned methods and approved by Engineering Director, he shall initiate such
trainings to be commenced within six months for the in-house training. If in-house
training is not feasible he shall arrange for availability of required training courses in
External Training Organization as soon as possible / practicable.
1.7.2.3 Training Provisions / Types
Within Summit Air, initial and continuation training is provided in house or by approved
external training organizations depending upon the course subject and the need for it.
Training is largely task related and is based on the acquisition of technical skills,
management skills, technical knowledge or specific techniques and shall be provided
as necessary for all continuing airworthiness management personnel. Objective of
training shall be to enhance staff contribution to the success of the continuing
airworthiness management monitoring system.
i. Initial Training
It is a responsibility of the Quality Assurance Department to verify that technical

personnel with direct responsibilities in the execution of technical activities have
received proper training for the assigned functions.
The initial training is composed of different modules. Some modules can be

performed internally while, some others (like Type Rating Course) have to be held
by approved training organizations.
ii. Continuation / recurrent Training
Purpose of continuation training is to ensure that all maintenance personnel

remain current in terms of procedures, human factors and technical knowledge in
accordance with CAAN requirements.
The above trainings may be conducted

 In-house / Internal
 External
Internal Training comprises most of the parts of the training program as indicated in
Section 1.7.2.1, 1.7.2.2 & 1.7.2.6. Furthermore, general on the job (Practical) training
and familiarization of newly recruited personnel may also be imparted. During this type
of training, the employee shall be attached to an experienced mentor/ trainer who shall
attend to difficulties and questions encountered.
External Training shall be provided where internal training cannot satisfy the
requirements or regulations. Usually this type of training is very much function related
and can comprise training to improve quality consciousness, e.g. audit training, aircraft
Issue: 02 Page 1-31

and system familiarization training, e.g. aircraft, engine and component type training,
management training, etc. Training provided shall meet the requirements as indicated
by the QA Manager, and in case of specific technical training, also the requirements
of CAAN. Management training may be specified by Engineering Director.
The Engineering Director & sectional heads are responsible to define and schedule
the continuation training courses for their personnel. The continuation training covers
subjects such as changes of company organization, changes to regulations, changes
to company procedures, acquisition of new types of aircrafts, engines, etc.
1.7.2.4 Training Duration
Initial training duration will depend upon the course subject. Duration for each course
conducted in house shall be defined by the respective managers of departments /
divisions in consultation with QA Director and Engineering Director.
Continuation training shall be of an appropriate duration and interval in relation to

CAAN requirements, quality audit findings, competency assessment and other
internal/ external sources of information available to the organization on human errors
in technical area.
The Engineering Director along with the QA Director are responsible for identifying
and defining a training plan for each person within their organization in order to reach
target identified in the training policy.
1.7.2.5 Means of Competence
Divisional / Unit Incharges are responsible for in time identification of training needs of
the maintenance staff under them. They shall ensure, in cooperation with the
Engineering Director and Human Resources Department, that training needs are
sufficiently satisfied.
They will identify any shortcomings in skill, competencies and proficiency of their
personnel and address such shortcomings with a suitable continuation training
program. Any person in the organization is encouraged to inform his management on
his specific or more general training needs.
Where changes occur to the organization, its procedures, and types operated etc. then
suitable continuation training will be provided, where necessary.
The Engineering Director is financially responsible and he shall ensure that training
costs remain within the limits of the budget.
Engineering Director shall insure that the trainings in accordance with the following
table are provided to all maintenance staff within 6 months of recruitment for regular
staff and within one month for contracted staff. Trainings that require to be conducted
by a Part 147 organization and/or abroad shall be imparted as soon as possible as
these trainings are subject to availability. Aircraft maintenance type trainings shall be
provided only to certifying staff or certain technicians whom the management feels
may be sufficiently qualified or skilled to obtain CAAN AMT Licence in near future.
Page 1-32 Issue: 02

1.7.2.6 Training Subjects to Cover
Course details Frequency

1. LET 410 UVP-E20 Maintenance Type (Airframe or Avionics) One time
Training
2. General Electrics H-80 Engine Maintenance Type Training One time
3. Initial NCAR, Part 145, Part M, Part 66 & part 147 Training One time
4. Initial CAME Training One time
5. Human Factor Training One time
6. LET 410 UVP-E20 Refresher /Recurrent Type Training Every two years
7. General Electrics H-80 Engine Refresher /Recurrent Type Training Every two years
8. Refresher /Recurrent NCAR, Part 145 & Part M Training Every two years
9. Refresher/Recurrent CAME / MOE Training Every two years
10. Human Factor Refresher / Recurrent Training Every two years
11. Quality Assurance Auditing Techniques / Workshop One time
12. Quality Assurance Auditing Techniques / Workshop (Recurrent) Every two years
13. Familiarization of L410 UVP – E20 aircraft One time
14. Planning Control & Technical Records (OJT) One Time
15. Technical Documentation (OJT) One Time
16. Component Specific Maintenance (OJT) One Time
17. SMS Training One Time
The Engineering Director and QA Director shall review training needs at intervals not
exceeding two years, or at more frequent intervals if, and when, significant changes
occur to the organization, procedures and aircraft types operated.
The QA Director is responsible for establishing feedback from maintenance

incidents/issues/errors and feeding these back to Engineering Director and/or Training
Manager to be incorporated into the continuation training program.
1.7.2.7 Training Record
The training records shall be kept for each staff engaged in maintenance. A record file
is kept and controlled by Engineering Director containing the following information:
a) Attendance Record for each trainee including instructor and observer (if any).
b) Training Certificate or Examination Result (where available) signed by the
instructor.
Issue: 02 Page 1-33

Access to training staff records is restricted to the following personnel:
 Managing Director
 QA Director
 CAM Sr. Manager
 Engineering Director
 Civil Aviation Authority Nepal
Records are kept securely and are retained for a minimum of two years after the
personnel leaves the organization. Staff is furnished, on request, with a copy of their
training record when leaving the company.
Engineering Department Manpower
The number of employees and their qualification is dependent upon:

- The size of the fleet;
- The complexity of the operation
- The amount and complexity of sub-contracted activities.
Any changes in respect to Post Holder shall be notified to the CAAN.
As of 01 September 2017, the number of employees dedicated to the aircraft or

equipment maintenance of the Company’s fleet of aircraft is as follows:
Area Personnel Full Time Full Time Total Number

Number Number (Part
(KTM) (KEP) Time)
Management Director 1 1
Engineering
Director QA 1 1
Material 1 1
Planning
Work Shop In-charge 1 1
Production In-charge 1 1
Planning (Engineer)
Line/Base Certifying Staffs 3 1 4
Maintenance (A&C)
Certifying Staffs 2 2 2
(Avionics)
Non-Certifying 10 2 12
Staffs
(technicians)
Material Purchase Officer 1 1
(Engineer)
Stores Sr Manager / 1 1
Officer
Assistant 2 2
Page 1-34 Issue: 02

Area Personnel Full Time Full Time Total Number

Number Number (Part
(KTM) (KEP) Time)
Others (non Helpers, 9 2 11
skilled) sweepers, etc.
Specialized Activities
Specialized Activities outside Summit Air's approved scope of work will be sub-
contracted to appropriately approved organization. Such services may include but are
not limited to NDT, Structural Repair & Composite repair, etc.
1.8 Facilities NCAR 145 A.25

Base / Line Maintenance
Line Maintenance is any maintenance that is carried out before flight to ensure that
the aircraft is fit for the intended flight. It includes:
 Trouble shooting including defect rectification

 Component replacement with use of external test equipment if required.
Component replacement may include components such as engines and
propellers.
 Scheduled maintenance and/or checks including visual inspections that will
detect obvious unsatisfactory conditions/discrepancies but do not require
extensive in-depth inspection. It may also include internal structure, systems
and powerplant items which are visible through quick opening
 access panels/doors.
 Minor repairs, modifications, compliance of ADs, SBs, etc. which do not require
extensive disassembly and can be accomplished by simple means.
Maintenance tasks falling outside these criteria are considered to be Base

Maintenance.
The company’s main (primary) maintenance base for L410 aircraft shall be Kathmandu
and Nepalgunj shall serve as its second line station or secondary base. Pokhara shall
also be considered a seasonal maintenance line station where an aircraft may be
stationed on a seasonal basis.
All maintenance support workshops and the Department’s administrative office shall
be at Kathmandu. However, a limited Wheel shop shall be maintained at Nepalgunj
whose capability shall be limited to reversal wheel tyres to increase the longevity of
the assembled wheel.
Maintenance of aircraft other than above mentioned locations shall not be carried out
unless it is required due to unserviceability of the aircraft or due to the necessity of
supporting occasional line maintenance. In such scenario refer to Section 2.24.22
(Maintenance outside approved location).
Issue: 02 Page 1-35

All maintenance locations shall have sufficient tools, equipment, trestles, platforms
and other facilities such that the inspection & maintenance tasks in its scope of
approval can be accrued out satisfactorily. Any special tools that may be occasionally
required shall be loaned when not available.
The working environment (shop, line & base) shall be sufficiently lighted to ensure
satisfactory inspection and maintenance. Portable lights shall be used when required.
The maintenance of aircraft & components shall also be carried out in a comparatively
dust free environment so as to ensure that the components and the aircraft are
relatively free of any dust contamination. Should dust/other contamination result in a
visible surface contamination, then the susceptible systems are sealed until
acceptable conditions are established.
Protective ear plugs shall be provided to the personnel where working environment
noise levels are considerably high. Also, where specific maintenance tasks are to be
performed in any special environment as mentioned in the maintenance data, then
such requirements shall be followed.
The soft and/or printed copies of the applicable technical manuals and publications
applicable to the maintenance tasks to be performed shall be held by the Engineering
Department. Soft copies shall be supplied to Kathmandu, Nepalgunj & Pokhara airport
offices as applicable. Other areas/ offices that require the manuals shall have soft
copies which shall be kept current through regular updates supplied by the CAM
Department. The Engineering Director shall ensure that all staffs working under his/her
division are using the updated publications.
The Company has compressed air facilities, workbenches and storage racking
provided. Aircraft parking facilities are provided on the apron of respective airports.
Engineering Stores is located at the Kathmandu corporate office complex. The stores
at Kathmandu office complex comprise of bonded store and tool store. The bonded
store shall have racks for storage of consumables (excluding oil, lubricants or
hydraulics), hardware and rotables. The items shall be stored on the racks in such a
manner to avoid direct sunlight and as far as practicable the original packing shall be
used or packed in such a manner to avoid dust. All components & pipes shall be
properly capped.
Flammable items (oil, lubricants, hydraulics, etc.) shall be stored in steel cupboards to
mitigate the risk of fire. Tyres shall be stored in the designated storage racks of the
stores. Separate quarantine areas or storage racks shall be provided for incoming &
outgoing items as well as unserviceable items to avoid direct mixing of these items.
All areas are provided with sufficient lighting. The Bonded Store facility will have
environmental provisions such as air conditioners required by NCAR 145.
Access to the stores shall be restricted and only authorized personnel shall enter. The
stores administrator shall ensure all standard safety precautions are followed in the
stores. No loose objects shall be kept on the floors and electrical wires shall not
exposed.
Page 1-36 Issue: 02

Office of the Director Engineering, Director QA and CAM Sr. Manager along with
Technical Records and a training class room are located at the Kathmandu corporate
office in a leased facility. All areas are provided with sufficient lighting and
environmental provisions.
Hangar
The Company does not have hangar facility at the moment. It shall either lease the
CAAN hangar at Nepalgunj or other operator’s hangar facilities at Kathmandu for
major maintenance activities that may require the need for hangar. Summit Air shall
have contractual agreements with other operators or agencies for lease/ use of their
hangar facilities when required.
The hangar visit plan schedule shall be planned by the CAM Department in
coordination with the Engineering Department and shall:
 Coordinate with CAAN or other operators for the availability of the hangar for
the mentioned jobs at the required period.
 Plan for the manpower along with the duty hours to be allocated for the job in
coordination with the Production Planning
 Plan and position the spares, tools, equipment, and other logistics as may be
required for the job.
 Inform QM regarding the arrangement for the job and allocated certifying
personnel.
Maintenance Planning shall develop a hangar plan visit matrix (yearly) for scheduled
major works requiring hangar facilities. This shall then be circularized to all concerned
such as Engineering Department, Quality Assurance, etc.
During major maintenance requiring long aircraft downtime Production Planning in

coordination with Maintenance Planning of CAM Department may decide that increase
in productivity and reduction in downtime may be achieved by carrying out
maintenance in available hangar facilities. In such cases Maintenance Planning shall
coordinate for availability of leased hangar facilities.
Also, during times of inclement weather or adverse environment when it appears

difficult or unpractical to carry out even minor schedule maintenance or lengthy defect
rectification in the open, Production Planning shall inform Maintenance Planning to
make available hangar or portable hangar facilities with contracted operators having
hangar or portable hangar facilities.
Requirement for the availability of hangar shall be coordinated with outside parties by
CAM and/or Engineering Department either through email or letter. This
communication shall be documented.
Issue: 02 Page 1-37

Engineering Office Layout
The layout of the Kathmandu office that comprises all the engineering/technical
offices, Stores, Wheel & Brake Shop and Battery Shop is provided below. Also, the
Nepalgunj office layout along with the limited Wheel Shop layout is given.
Should the leased premises change, similar arrangement shall be maintained at any
new location.
Engineering Offices Layout (KTM Corporate Office)
Page 1-38 Issue: 02

Engineering Stores Layout (KTM)
Wheel & Brake Shop Layout (KTM)
Issue: 02 Page 1-39

Battery Shop Layout (KTM)
Engineering Offices Layout (Nepalgunj Airport)
Page 1-40 Issue: 02

Component Maintenance Facilities
1.8.4.1 Wheel & Brake Workshop.
The scope of work carried out in the wheel & brake shop located at the corporate
premises in Kathmandu is as follows:
Aircraft
Assembly
S/N Nomenclature Manufacture Part Scope of work
Part No.
No.
2. Main Wheel K38-1100-7 K38-1100-7 All work IAW L410
Assembly AMM & within the
available facilities
4. Nose Wheel K 39-1100-7 K 39-1100-7 All work IAW L410
Assembly AMM & within the
5. Brake Assembly K 38-1200-7 K 38-1200-7 All work IAW L410
AMM & within the
The Wheel & Brake Shop shall be equipped with a locally fabricated working bench
/table. It shall also have compressed air facility, OEM and/or locally fabricated wheel
bead breaker and required tools. It shall have sufficient lighting & also be equipped
with a fire extinguisher.
The Maintenance/Overhaul of Wheel & Brake shall be carried out in accordance with
AMM/CMM for the types of Wheels & Brakes maintained as listed above. The related
Task Cards for the Maintenance/Overhaul of Nose and Main Wheels & Brakes shall
be derived from the AMM or CMM as appropriate.
The scope of work carried out in the wheel shop located at the Nepalgunj Office is as
follows:
Aircraft
Assembly
S/N Nomenclature Manufacture Part Scope of work
Part No.
No.
2. Main Wheel K38-1100-7 K38-1100-7 Tyre reversal of
Assembly wheel assembly IAW
AMM
4. Nose Wheel K 39-1100-7 K 39-1100-7 Tyre reversal of
Assembly wheel assembly IAW
AMM
The Wheel Shop at Nepalgunj shall be equipped with a locally fabricated working
bench /table. It shall also have compressed air facility, OEM and/or locally fabricated
wheel bead breaker and required tools. It shall have sufficient lighting & also be
equipped with a fire extinguisher.
Issue: 02 Page 1-41

1.8.4.2 Battery Shop
The scope of work carried out in the battery shop located at the corporate premises in
Kathmandu is as follows:
S/N Nomenclature Type Make Remarks

/Model
Periodic check /
test, capacity
Sealed Lead Acid Valve regulated sealed check & servicing
1. All
Battery Lead Acid Aircraft Battery IAW appropriate
AMM and/or
CMM
Periodic check /
test & Servicing
2. Ni-Cd Battery Ni-Cd Aircraft Battery All IAW appropriate
AMM and/or
CMM
Periodic check /
Battery Pack for 21 NiCd 450-1; B 091 619 test & Servicing
3. Emergency Lighting N; B 091 985 N; B 573 805 All IAW appropriate
(L410 aircraft) N AMM (L410)
and/or CMM
Periodic check /
test & Servicing
Lithium Ion Battery TB17
4. Lithium Ion IAW appropriate
(Aircraft) Series
AMM and/or
CMM
A single battery shop shall be used to service both sealed lead acid batteries and
nickel cadmium batteries as sealed lead acid batteries do not require electrolyte
servicing and, hence, probability of electrolyte contamination is nonexistent.
The Charging/Capacity/Periodic Check/Test of Aircraft Batteries shall be carried out

in accordance with AMM/CMM for sealed lead acid batteries and nickel cadmium
batteries. The related Task Cards for the Charging/Capacity/ periodic Check/Test of
the Aircraft Batteries shall be derived from relevant AMM and/or CMM.
The Battery Shop shall have storage space, a battery charging and Capacity Test bay
and a battery charger & analyzer unit for both types of batteries. The Battery Shop
shall be equipped with a working bench, running water & sink, exhaust fan, sufficient
lighting & electrical power points and also a fire extinguisher. All necessary safety
precautions shall be prominently displayed and also be equipped with all required
safety and first aid kits.
Page 1-42 Issue: 02

1.9 Scope of Work (NCAR 145 A.20)

Aircraft Maintenance
The company’s Engineering Department (in house Part 145 approved Aircraft
Maintenance Organization) shall provide services covering the maintenance of
aircraft, its systems and aircraft components in conformity with all appropriate
regulation and airworthiness requirements for aircraft maintenance to an acceptable
quality standard in a cost effective manner keeping the safety of the aircraft and its
occupants as the prime consideration and objective.
The Engineering Department shall have sufficient trained/qualified manpower for

implementation of the maintenance program. But where necessary maintenance work
may be contracted out to appropriately qualified personnel/agencies. To undertake the
volume of work the company shall provide with adequate accommodation, facilities,
inspection and test equipment, technical publications, approved documents, aircraft
materials, and spare parts as well as quality inspection and certification procedures to
be adopted for controlling matters directly affecting airworthiness as described in this
MOE.
The scope of work undertaken by the company is Line and Base Maintenance
activities as shown below.
Scope of Work on L410 UVP – E20 aircraft
Aircraft (A1) Limitation / Scope of approval Base Line

L410 UVP- Scheduled (Periodic or Type), In phase or Out of Phase, &
E20 aircraft Routine Inspections including all checks / inspections X X
fitted with prescribed in CMS, CIM, AMM, & EMM
General
Electric Incorporation of modifications, AD’s, and SB’s including
Engine H80- X X
those requiring structural work
200& Avia
Propeller Scheduled component changes including engine, propeller,
AV-725 wing box, stabilizers, control surfaces, landing gear etc. as X X
per AMM & EMM
Rectification of reported defects or those arising out of

X X
scheduled/unscheduled inspections & reported defects
Special Inspection as outlined in the CMS, CIM, AMM or

X X
EMM
Structural Significant Item Inspection X X
Corrosion Prevention and Control Program X X
H80-200 Engine schedule & routine inspections and other
X X
maintenance tasks as per CMS, CIM, AMM & EMM
Avia Propeller AV-725 Assembly / Disassembly / Scheduled
/ Unscheduled / Routine inspections and those listed in the X X
propeller maintenance and owner manual
Issue: 02 Page 1-43

All other maintenance work covered under the scope of the

CMS, CIM, AMM, EMM, WDM, SRM, CMM, SBs, ADs and X X
modification Bulletins
Borescope Inspection of Engine X X
Scope of Work on Components (Other than Complete Engines or APUs)
Components
Aircraft
Other than Assembly
Nomenclature Manufacture Scope of work
Complete Part No.
Part No.
Engines or APUs
Valve
Periodic check /
regulated
test, capacity check
Sealed Lead sealed
All & servicing IAW
Acid Battery Lead Acid
appropriate AMM
Aircraft
and/or CMM
Battery
Periodic check /
Ni-Cd
C5 Electrical test & Servicing
Ni-Cd Battery Aircraft All
Power IAW appropriate
Battery
AMM and/or CMM
21 NiCd
Periodic check /
Battery Pack 450-1; B
test & Servicing
for Emergency 091 619 N;
All IAW appropriate
Lighting (L410 B 091 985
AMM (L410) and/or
aircraft) N; B 573
CMM
805 N
Main Wheel K38-1100- K38-1100-7 All work IAW L410
Assembly 7 AMM & within the
Nose Wheel K 39-1100- K 39-1100-7 All work IAW L410
C14 Landing Gear Assembly 7 AMM & within the
Brake K 38-1200- K 38-1200-7 All work IAW L410
Assembly 7 AMM & within the
Fabrication of Parts IAW NCAR 145.A.42 (C)
Summit Air is not authorized to fabricate aircraft parts.
Scope of Work Approval / validity
The above scope of work shall be approved by CAAN for a period as specified in
NCAR 145.A.90. It shall remain valid subject to:
 Summit Air remaining in compliance with NCAR Part 145, in accordance with
the provisions related to the handling of findings as specified under NCAR
145.B.50; and
Page 1-44 Issue: 02

 CAA Nepal being granted access to the organisation to determine continued

compliance with NCAR Part 145; and
 the certificate not being surrendered or revoked
Upon surrender or revocation, the approval shall be returned to CAA Nepal.
1.10 Notification Procedure to CAAN Regarding Changes to the

Organization’s Activities. NCAR 145 A.85
This Part describes the Exposition amendment procedures which require the approval
of the Civil Aviation Authority of Nepal.
Summit Air shall notify CAA Nepal of any proposal to carry out any of the following
changes before such changes take place to enable CAA Nepal to determine continued
compliance with NCAR Part 145 and to amend, if necessary, the approval certificate,
except that in the case of proposed changes in personnel not known to the
Management beforehand, these changes must be notified at the earliest opportunity:
a) the name of the organisation

b) the main location of the organisation
c) additional locations of the organisation
d) the accountable manager
e) any of the persons nominated under NCAR 145.A.30(b)
f) the facilities, equipment, tools, material, procedures, work scope or certifying
staff that could affect the approval
Senior Nominated Personnel Including Accountable Manager
Documents supporting proposed exposition amendment shall be submitted in time for

the Civil Aviation Authority of Nepal to accept the nominated person (NCAR
145.A.30(b)) and approve the exposition amendment prior to the person taking up
his/her appointment. Should circumstances not permit this then the documents shall
be submitted as soon as possible or practicable.
Changes of approved locations / maintenance bases or additional

locations
Documents shall be submitted to the CAAN prior to their inspection and approval
stating all / any facilities tooling, data, and manpower as applicable.
Changes affecting the approved facilities and scope of work
Any changes in the company’s activities, approved facilities, equipment, tools,

material, procedures, work scope or certifying staff shall be submitted to the Civil
Aviation Authority of Nepal for approval. Once approved by CAAN the Engineering
Director then shall notify to the concerned personnel through respective
divisions/departments through an internal memo reflecting the changes/revisions. The
concerned divisions/departments shall be responsible for making amendments to their
manuals to reflect the changes. Once amendments are received and changes made,
Issue: 02 Page 1-45

they shall then notify the Engineering Director of the compliance through an internal
memo.
Capability list
1.10.4.1 Capability Assessment Procedures.
Each component/part listed in the capability list (Sec 1.9.2 & 1.9.3) must comply with
these capability assessment procedures. They ensure that the level of operation
prescribed is within the capability of the organization in terms of documentation,
equipment facilities and personnel.
1.10.4.2 Capability Assessment
Capability assessment shall be completed in full and passed to the Quality Assurance
Director for assessment prior to the work commencing on that component. The Quality
Assurance shall then review these documents and then carry out an audit of that
workshop to check that any appropriate data, tooling or training is in place.
When satisfied the Quality Assurance Director shall sign and return it to the applicant
placing a copy in the back of the capability list and sending a copy to the Civil Aviation
Authority of Nepal for their approval.
The following must be provided in the Capability Assessment:
a) Aircraft type on which the component/part is fitted.

b) Description, Part No, ATA chapter and manufacturer.
c) Work level.
d) Details of technical document available to accomplish the required work level.
e) Details of test equipment available to accomplish the required work level.
f) Details of the certifying staff required to certify the proposed work.
g) Details and experience of the technician/mechanic performing the task.
1.11 Exposition Amendment Procedures. NCAR 145 A.70

General
Quality Assurance Director is responsible for reviewing the MOE. It shall advise
Engineering Director of any discrepancies and the need for amendments. Engineering
Director shall prepare any amendments (affecting NCAR Part 145) and shall be the
sole source for submission of amendments to CAAN through Quality Director. All
amendments shall be submitted to CAAN for approval prior to their incorporation in
the MOE.
Recommendation for amendments may be initiated from any part of the organization
but the Engineering Director shall be the sole source for submission of amendments
that affect the NCAR part 145 approval. These are monitored for compliance with
NCAR 145 by the Quality Assurance Director prior to submission to CAAN.
Page 1-46 Issue: 02

Amendments to the exposition are necessary when changes in any of the items
mentioned in Section 1.10 take place.
In the case of a change of the Accountable Manager, the Corporate Commitment by

the Accountable Manager (Section 1.1) shall be amended and amended version duly
signed by the new Accountable Manager inserted at the earliest opportunity.
Amendments / Changes
The QA Director is responsible for reviewing this MOE and advising the Engineering
Director of discrepancies in the MOE that could affect the NCAR Part 145 approval.
Engineering Director is responsible for preparing any amendments to the MOE in case
of contents affecting NCAR part 145 approval.
Any changes or amendments shall be notified to the CAAN as soon as practicable by

the Quality Manager to enable CAAN to determine continued compliance with NCAR
Part 145 and to approve the change preferably prior to incorporation and to make any
necessary amendments to the NCAR Form 4 that may be appropriate. The changes
have to be notified formally via a letter addressed to CAAN.
All amendments shall be approved by CAAN prior to their incorporation in the MOE.
However, minor amendments may be temporarily approved by QA Director if it does
not in any way lower the existing requirements laid down in this MOE.
Maintenance/Technical personnel are obliged to report to their supervisors any errors

or omissions in this MOE and suggesting improvements thereto.
Amendment Procedure
The MOE shall be reviewed at intervals not exceeding each year or more frequently
when significant changes occur which affect the content of the MOE and amendments
shall be made as and when the need arises. Amendments requiring permanent
changes, additions, or deletions must be approved by CAAN. Initiation for
amendments shall be submitted to the QA Director by the heads of affected
divisions/sections/units through their respective Director. QA Director, after being
convinced for the need of amendment, shall forward the amendments to CAAN for
necessary approval.
After getting CAAN approval the amendments shall be issued by the QA Director to
the MOE holders. Each amended page shall show the appropriate amendment
number and date. All changes will be clearly denoted. When this MOE is amended, a
copy of the amendment is to be forwarded to the MOE holders along with the
appropriate amendment instructions. Amendment instructions shall include a
"Remove Pages" and "Insert Pages" and "Reason for Change" list. The amended text
shall be identified by a vertical line in the right-hand margin or in case of a new issue
this maybe omitted. When a MOE or amendments thereto are superseded,
instructions shall be issued to all MOE holders to destroy the superseded copies.
Issue: 02 Page 1-47

Amendment Approval
All permanent amendments to this MOE require approval by CAAN before they can
become effective. However temporary amendments may be issued by the QA Director
as and when required but these temporary amendments will be time restricted to ninety
days only. However, these minor amendments should not in any way lower the existing
requirements laid down in this MOE or shall not be in conflict with NCAR 145 or CAAN
regulations.
The temporary revision must be converted into permanent revision or deleted within
the stipulated time frame. Also, any temporary revisions must be notified to CAAN
before incorporation but, in any case, not later than a week after incorporation.
Amendments include all major revisions such as a change of regulations, change of

forms, or the issuance of new sections. In addition, if new types of aircraft equipment
are maintained by the company or its organization or maintenance procedures are
changed, an appropriate amendment to this MOE shall be submitted to CAAN for
approval. Also refer to Section 1.10.
Amendment Control Page
The record of amendments shall be reflected in the List of Effective Pages (LEP) and
a separate “Record of Revision” page shall be maintained in the beginning of this MOE
to show the latest amendment status of this MOE.
A LEP is used to ensure that every MOE contains current & correct information. The
LEP shows the revision status of each page. By checking the status of each page,
users can ensure their information is up to date.
It is the responsibility of the MOE holder to insert all amendments issued to him/her in
a timely manner and ensure all MOE pages are consistent with the LEP.
The “Record of Revision” shall be initialed by the MOE holder, or a designated person
by him/her for their copies.
Any discrepancy between the LEP and the actual MOE pages shall be brought to the
attention of the QA Director immediately.
Page 1-48 Issue: 02

PART TWO
MAINTENANCE PROCEDURES
SECTION 2 – MAINTENNACE PROCEDURES
2 MAINTENANCE PROCEDURES
This Part 2 defines the organization maintenance procedures required by Part
145.AMC.40 to AMC.60.
2.1 Supplier Evaluation and Subcontract Control Procedures

2.1.1 Company Policy
Summit Air does its own parts (components & consumables) purchasing to be used
in its aircraft by its in-house Part 145 AMO. The following procedures shall be
followed while purchasing new or used components but do not override the necessity
for compliance with CAAN regulations.
It is accepted that stores personnel may not have received formal training regarding
legal requirements but shall be briefed by Quality Assurance on the pertinent
procedures to ensure that their duties are executed in the correct manner. The
Quality Assurance should be consulted if the storekeeper has any doubts regarding
these procedures.
A list along with appropriate documents or records of approved suppliers (MOE

Section 2.1.2) and contractors / subcontractors shall be maintained by Material
Planning. The delivery performance & quality of products supplied / delivered by the
supplier shall be reviewed & updated by Material Planning at least once a year.
The list along with the past performance records of the suppliers / contractors /
subcontractors shall always be referenced by Material Planning upon receiving a
material demand request.
It is the responsibility of the Material Planning to ensure that the supplier or

contractor / subcontractor is cleared and approved by Quality Assurance before
procurement.
2.1.2 Approved Suppliers.
The company shall obtain all components/material from:
1. Aircraft & Engine Manufacturers

2. Original Equipment Manufacturers (OEM).
3. Components / parts from subcontractors, parts dealers and distributors.
4. Components / parts from Part 145 approved organizations
5. Consumables and raw materials as per Manufacturer specification.
Item 1 to 4 must be accompanied by airworthiness release certificates such as EASA

Form One, FAA 8130-3, OEM CAA Form One, OEM C of C, CAAN Form 1 etc.
Consumables & raw materials must be marked with the specification and batch
number where applicable. Material should be accompanied by documentation
containing conformity (to specification) statement plus the manufacturing and
supplier source. Accompanied documentation and or material packaging should
Issue: 02 Page 2-1

contain any special condition requirement such as storage condition or life etc…
(Safety data sheet, C of C)
Where components/materials are to be obtained from a non-approved supplier then

it must be ascertained that the non-approved supplier can supply and certify the
component/material in accordance with the requirements of NCAR-145 AMC 42(a).
Note: A record of approved suppliers shall be maintained by Material Planning as per

Section 2.1.1.
2.1.2.1 Supplier Monitoring / Control Procedure
1. The QA shall approve the list of suppliers / subcontractors on a yearly basis.

2. The Quality Manager will assess Suppliers or Subcontractors performance
through rejection reports and complaints raised by the Section or by the
Material Inspector.
3. It is the responsibility of Material Planning to maintain and keep listing of
active /potentially active Subcontractors or Suppliers all the times, and to
advise all concerned Sections of performance of Subcontractors or Suppliers.
4. Approved suppliers / Contractors for A/C component maintenance list shall be
reviewed and updated regularly; and at least yearly by Material Planning.
5. Quality Assurance section shall audit repair subcontractors as per its audit
plan.
6. Incharge of Material Planning may at any time remove the supplier /
subcontractor from its approved list (with notification to QM) should it be
deemed
 That the supplier / subcontractor are not performing to the standards
expected or fail to maintain contractual standards.
 Material Inspector files adverse reports with regards to the quality of
components or material supplied which may also include in-sufficient or
in-appropriate documents.
2.1.3 System for Placing Orders
The Material Planning shall refer to the suppliers, stockists and sub-contractors
listing at all times when purchasing aeronautical components/materials. A further
part of this procedure details the process for providing a ‘one-off’ approval for the
purchase of an item from a source not approved by the Company.
The company shall obtain all components/material from approved source as per
Section 2.1.2 & IAW NCAR which must be accompanied by the appropriate release
documentation on receipt. Where components/materials are to be obtained from a
non-approved supplier then it must be ascertained that the non-approved supplier
can supply and certify the component/material in accordance with the requirements
of NCAR-145 AMC 42(a).
The Material Planning shall raise all orders placed by the Company.
All orders shall specify the relevant requirements of the order as follows: -
(a) Order number& date.
Page 2-2 Issue: 02

(b) Description, part or type or Model.

(c) Specification / Materials
(d) Required quantity
(e) Modification standard (Parts and components when applicable)
(f) Supplier or repair agency.
(g) Nature of work to be carried out (in case of repair / overhaul).
(h) Component life expiry details (where applicable)
(i) Type of airworthiness release required. E.g. EASA Form One, FAA 8130-3, OEM
CAA Form One, OEM C of C, CAAN Form 1, etc.
(j) Any special instructions.
All incoming component shall be classified and segregated into the following
categories:-
A. Rotables
 Components which are in a satisfactory condition with the correct release
documents
 Unserviceable components
 Unsalvageable components
B. Consumables
 Standard parts used on an aircraft, engine, propeller or other aircraft
components specified in the IPC.
 Materials both raw and consumable used in the course of maintenance
that meets the required specification and has appropriate traceability along
with documentation relating to the particular material.
 Flammables (Engine Oil, Hydraulic oil, tyre, etc.
C. Tools & Equipment
Issue: 02 Page 2-3

2.1.3.1 Purchase Process Flowchart
Request for Spares
Raise MRN or
Required QTY
Purchase No Yes Isuue
available in the Stores
Request
End
Issue Purchase
Selection of Order
Ask Quotation
Suppliers Ispection &
Stocking Process
Invoice
Yes Payment
Received
No Yes
Order
Reminder NO
Received
2.1.3.2 Repair Process Flowchart
U/S Component
Order Inspection &

No Yes
Determination of Received Stocking Process
Repair Agency
Repair Completed END

Purchase Order & Shipped Back
Reminder
Shipping Payment
Document
No No
Yes
Invoice
Shipping
Received
Yes
Repair/Overhaul Cost Estimate
Agency Approved
Page 2-4 Issue: 02

2.1.4 Sub – Contractor Selection Policy
Sub-contracting refers to the case of one organisation, not itself appropriately

approved to NCAR Part-145 that carries out aircraft line maintenance or minor
engine maintenance or maintenance of other aircraft components or a specialized
service as a subcontractor for an organisation appropriately approved under NCAR
Part-145.
To be appropriately approved to subcontract Summit Air shall have a procedure for

the control of such subcontractors. Any approved maintenance organisation that
carries out maintenance for another approved maintenance organisation within its
own approval scope is not considered to be subcontracting for the purpose of this
paragraph.
All contractors or subcontractors shall be subject to selection process and wherever

possible shall be selected from CAAN approved organizations. When a suitable sub-
contractor has been identified for the work to be performed as part of the
assessment, it shall be verified that the prospective sub-contractor has the
knowledge, skills and quantity of staff to be able to perform the task to the required
standard.
Quality Assurance may audit the sub-contractor at any time and shall, where
practicable and possible, do so prior to the commencement of any new work. These
audits shall be registered on the audit schedule.
Aircraft maintenance tasks may sub-contracted to a non-Part-145 aviation

engineering company (subcontractor), as described in AMC NCAR-145.AMC.75(b).
When maintenance is carried out under the sub-contract control system it means
that for the duration of such maintenance, Summit Air’s the NCAR Part-145 approval
has been temporarily extended to include the sub-contractor. It therefore follows that
those parts of the sub-contractor’s facilities personnel and procedures involved with
the Summit Air’s products undergoing maintenance should meet NCAR Part-145
requirements for the duration of that maintenance and it remains Summit Air’s
responsibility to ensure such requirements are satisfied.
The fundamental reasons for the use of such an organization to sub-contract certain
maintenance tasks are:
 Specialized service to be performed, as described in NCAR-145.AMC.75(b)

such as (but not limited to) plating, heat treatment, plasma spray, fabrication
of specified parts for minor repairs, modification etc without the need for direct
approval from CAAN.
 To permit the acceptance of aircraft maintenance up to but not including a
base maintenance check as specified in NCAR-145.A.75(b) when it is
unrealistic to expect direct approval by CAA Nepal.
 To permit the acceptance of component maintenance.
 To permit the acceptance of engine maintenance up to but not including a
workshop maintenance check or overhaul of an engine or engine module as
specified in NCAR-145.A.75 (b) when it is unrealistic to expect direct approval
by CAA Nepal.
Issue: 02 Page 2-5

Note: CAA Nepal will determine when it is unrealistic but in general CAA Nepal
considers unrealistic if only one or two organisations intend to use the sub-contract
organisation.
2.1.5 Sub – Contractor Control Procedure
The sub-contractor must be capable of following the exact directions and

specifications as stated by the type certificate holder’s technical data, and any
Summit Air approved procedures. All companies (subcontractors) so approved shall
be registered on the list of approved companies. All other types of maintenance
quoted in NCAR-145.AMC.75(b) would be allocated to a NCAR-145 approved
organization.
In general, the following procedures shall be followed in case of subcontractors not

approved under NCAR 145:
a. Where feasible & practicable, a pre audit should be established to determine

whether those services of the prospective sub-contractor that it wishes to use
meets the intent of NCAR Part-145.
b. Summit Air shall assess to what extent it will use the sub-contractor`s
facilities. As a general rule Summit Air shall require its own paperwork,
approved data and material/spare parts to be used, but, if required, it could
permit the use of tools, equipment and personnel from the sub-contractor as
long as such tools, equipment and personnel meet the requirement of NCAR
Part-145. In the case of sub-contractors who provide specialised services it
may, for practical reasons, be necessary to use their specialised services
personnel, approved data and material subject to they meet the requirement
of NCAR Part-145
c. Unless the sub-contracted maintenance work can be fully inspected on receipt
by Summit Air, it will be necessary for Summit Air to supervise the inspection
and release from the sub-contractor. Summit Air may use its own staff or
authorise the sub-contractor's staff depending upon the nature of work.
d. The certificate of release to service may be issued either at the sub-contractor
or at the organisation facility by staff appropriately authorized by Summit Air.
Such staff may be of Summit Air or belong to the subcontractor who meets
the approved maintenance organisation certifying staff standard of Summit
Air. The certificate of release to service and the CAAN Form 1 will always be
issued under the Summit Air approval reference after following MOE Part
2.9.3 items (f) thru (i).
e. Summit Air shall record audits of the sub- contractor and its control system
and monitor corrective actions through a follow up plan and to know when
subcontractors are being used. Subcontractors failing to take corrective
actions even on repeated follow ups shall have their Summit Air approval
revoked.
f. The contract between Summit Air and the sub-contractor shall contain a
provision for CAA Nepal staff to have right of access to the sub-contractor’s
facilities & personnel records.
It is the responsibility of the subcontractor to have its CAAN renewal (where

applicable) done on time. Should it require assistance, Summit Air may facilitate the
renewal by CAAN by sending a request letter to CAAN to do so.
Page 2-6 Issue: 02

2.2 Acceptance / Inspection of Aircraft Components / Materials

from Outside Customers
Note: All components shall be procured IAW provisions laid down in Section 2.1.1 &
2.1.2.
2.2.1 Component/Material Inspection & Acceptance Procedures
All incoming items are placed in the incoming quarantine shelf. They shall then be
unpacked and inspected (IAW Material Inspection Form) for any obvious transit
damage by the authorized Material Inspector. Should there be any discrepancy the
Inspector shall raise an Incoming Inspection Discrepancy Report and forward it to
Material Planning for necessary action. This discrepancy report shall accompany the
reject note when the item is returned to source.
The incoming items shall then be processed as follows:
The Material Inspector shall match the delivery note against the details contained on
the purchase order, and shall also ensure that the appropriate release certificate
requested (Form 1 or equivalent) on the purchase order accompanies the item.
Should these details be correct they shall be entered into the cardex/computer and a
unique reference (Receiving Report – Overhaul / Repair/ Exchange or Purchase)
number allocated and a Serviceable Tag is issued by the Material Inspector. The
Material Inspector shall also ensure that all applicable ADs and mandatory SBs have
been incorporated in the components before issuance of a Serviceable Tag.
The material inspector shall then enter details of the item, including shelf life (if
applicable), the goods Receiving Report number and the stores bin number onto a
label. The item details shall then be entered into the store’s component
cardex/computer and the item removed from quarantine and placed in store.
Should there be any discrepancy then the item shall remain in quarantine until the
matter is resolved.
On completion, all incoming paperwork is attached and filed under the control of
Material Planning.
2.2.1.1 Material Inspection & Acceptance Procedures of In-house

fabricated parts
As stated in Section 1.9.4, Summit Air is not authorized to fabricate aircraft parts as
per the provisions laid down in NCAR AMC 145.A.42(c).
2.2.1.2 Procedure for handling of unapproved (bogus) aircraft parts

Unapproved part is a part or material, which has been neither manufactured
according to approved procedures nor conforms to an approved type design or it
fails to conform to declared specifications or accepted industry standards (i.e.
standard parts) and which is intended for installation on a type certificated
product/aircraft.
Unapproved parts include counterfeit parts, parts used beyond their time limits,
approved parts that were not properly returned to service, stolen parts, parts with
Issue: 02 Page 2-7
fraudulent labels, production overruns that were not sold with the competent
authority’s permission, and untraceable parts. In general, unapproved parts include,
but are not limited to:
a) Parts specified in the illustrated parts catalogues (IPC) of a type certificated

aircraft, but which have been manufactured, reclaimed or reworked and then
marked by an unauthorized source and provided with documents which
indicate falsely that the part(s) are genuine and conform to the approved type
design or meet a particular industry standard and are offered for use as
conforming with an aircraft manufacturer authorized IPC.
b) Parts shipped directly to users by manufacturers, suppliers or distributors who

do not themselves hold appropriate production approvals for the parts, and
have not been authorized to make direct shipments to users , by the type
certificate holder, who alone has production approval e.g. production
overruns.
c) Parts which have not been maintained, overhauled or repaired in accordance

with the requirements of approved airworthiness data and/or statutory
requirements, or that have been maintained, overhauled or repaired by
persons not authorized to perform and certify these functions
A detailed inspection when the parts and materials are received is the most
important step in ensuring that the bogus parts do not become part of Summit Air’s
inventory. Hence, receiving inspection as detailed in Section 2.2.1 should be
followed. At times, a close examination may disclose “something that doesn’t look
right”. Even common hardware should be checked for workmanship and
specifications.
The following guidelines may be adopted to identify parts as unapproved or bogus:

1. The quoted price or the price advertised in trade magazines is significantly
lower than the price quoted by other suppliers of the same part.
2. A delivery schedule that is significantly shorter than that of the same part
when existing stocks are depleted.
3. The inability of a supplier to provide substantiating data demonstrating the
conformity of the part.
4. The inability of a supplier to provide evidence of FAA approval for the part.
Should any part be suspected as unapproved or bogus, a report shall be filed to

CAAN using Bogus Part Report Form. The report shall also be forwarded to the type
certificate holder or manufacturer where applicable.
The part shall be kept segregated and directions from CAAN, the type certificate
holder, or the manufacturer shall be obtained for its further treatment. The
information shall also be shared with other domestic operators. If no information is
received from the CAAN, the type certificate holder, or the manufacturer the part
shall be mutilated and treated as scrap.
2.2.2 Incoming Inspection
Page 2-8 Issue: 02

This paragraph defines the requirements for incoming inspection and release
documentation as required by CAAN.
All incoming new / used / overhauled / repaired components / equipment / tools /

inhouse fabricated parts shall be inspected by the authorized Material Inspector
using Material Inspection Form. While inspecting the material attention shall be paid
to at least the following where applicable:
 Condition of container or Packing with particular attention to ESD material or
hazmat material
 Matching of Part Number with the issued Purchase order
 Release certificate for the material with traceability documents
 Serial number
 Alteration of data plate with regards to the mod status
 Warranty seals intact
 TSO markings
 Physical Condition of the unit with regards to dents, scratches, etc.
 Caps / Plugs intact
 Life remaining for life limited parts
 SB /AD compliance (where applicable)
For all materials the following release documents shall be required before allocating
a Serviceable Tag.
2.2.2.1 New Components
a) From sources located within a SARI member country: Contracting State member
country Form 1 or CAAN approved Form 1
b) From sources located within a EASA member country: EASA Form 1
c) From sources located outside a EASA and SARI member country: Release
Documentation authorized by the National Authority of that particular country e.g.
USA (FAA Form 8130-3 or 4), Canada TCA Form 24-0078, etc
d) Subcontracted manufacturing sources: EASA Form 1, FAA Form 8130-3 or 4,
TCA Form 24-0078, Form 1, etc
e) From OEM : OEM C of C or Release Documentation authorized by the National
Authority of that particular country
f) Parts Dealer, Distributor: See Para 2.2.3.
2.2.2.2 Used Components
a) Used components from a Part-145 Maintenance Organization shall be

accompanied by a CAAN Form 1 or EASA Form 1 or SARI member country Form
1. Only CAAN approved Organizations listed in the approved list of organization
may be used.
b) Used components from FAA approved Repair station may be accepted on a
Form 8130-3.
c) Used components from Transport Canada approved repair station, may be
accepted on a Transport Canada Form 24-0078.
d) Used components from EASA approved repair station may be accepted on an
EASA Form 1
e) Used components from OEM may be accepted on the OEM’s C of C or a release
documentation authorized by the National Authority of that particular country
Issue: 02 Page 2-9

f) Used components from an Operator shall be accompanied by a CAAN Form 1 or

EASA Form 1 or SARI member country Form 1 issued by the Operators
maintenance organization being an organization specified in Para’s (a), (b), (c)
(d) & (e) above.
Note:
1. For used components (not freshly overhauled) to be accepted the following
documents shall be requested from the supplier (if available):
 Last test report of the component or Form 1 that details the work carried out
on the component at last repair or overhaul
 Storage Life
 History & traceability of the component
 Any other inspection that needs to be complied with the manufacturer’s
requirement
2. Similarly any used components that are to be supplied by the company to others,
the above mentioned documents shall be delivered if available along with a freshly
issued CAAN Form 1.
2.2.3 Parts Dealer or Distributor
Aircraft component dealers that are not approved by CAAN should use organizations
specified in Para 2.2.2.2 above if they wish NCAR-145 Maintenance Organizations
to accept new or used components.
It is therefore Summit Air policy that any parts/components received from a

distributor must be IAW Para 2.2.2.
A Certificate of Conformity may be acceptable for consumables if accompanied by

the relevant supporting documentation supplied by the distributor. Consumables &
raw materials must be marked with the specification and batch number where
applicable. Material should be accompanied by documentation containing
conformity (to specification) statement plus the manufacturing and supplier source.
2.2.4 Material
Consumable material is any material that is only used once, such as lubricants,
cements, compounds, paints, 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.
Material both raw and consumable shall only be accepted when satisfied it is to the
required specification. To be satisfied, the material and or its packaging should be
marked with the specification and where appropriate the batch number. All material
should be accompanied by documentation clearly relating to the particular material
and containing conformity to specification statement plus both the manufacturing and
supplier source. Some material is subject to special conditions such as storage
conditions or life etc. and this should be included on documentation and/or material
packaging. Authorized Release Documentation is not normally issued for such
material and therefore non-should be expected.
Page 2-10 Issue: 02

2.2.5 Components Received for Repair/Overhaul.
The Stores Incharge shall match the delivery note against the details contained on
the incoming purchase / work order. Should these details be correct they shall be
entered into the Component Cardex/computer system and the component(s) passed
to the appropriate workshop for action along with a copy of the incoming order.
2.2.6 Components Returned to Stores Following Repair/Overhaul.
Components received into stores from the company workshops shall be

accompanied by CAAN Form 1.
Should this not be the case they shall be placed on the incoming quarantine shelf
pending completion of the correct documentation. Once documentation is completed
they shall then be batched in the normal manner, a Receiving Report (Overhaul /
Repair) raised and Serviceable Tag, applied, and the component returned to stores.
Those components belonging to a customer shall be batched in as above and then

placed on the outgoing goods shelf. A CAAN Form 1 shall be raised by an
authorized certifying person in accordance with the data on the serviceable label,
certified, and the component dispatched.
2.2.7 Return of Serviceable Items to Stores.
This section lays down the procedure to be followed where:
2.2.7.1 Used aircraft components removed from a serviceable

aircraft
Serviceable aircraft components removed from a Nepalese registered aircraft may

be issued with a CAAN Form 1 by an appropriately rated organization subject to
compliance with this subparagraph:
(a) The organization shall ensure that the component was removed from the
aircraft by an appropriately qualified person.
(b) The aircraft component may only be deemed serviceable if the last flight
operation with the component fitted revealed no faults on that component
/related system.
(c) The aircraft component should be inspected for satisfactory condition
including in particular damage, corrosion or leakage and compliance with any
additional maintenance data.
(d) The aircraft record shall be researched for any unusual events that could
affect the serviceability of the aircraft component such as involvement in
accidents, incidents, heavy landings or lightning strikes. Under no
circumstances may a CAAN Form 1 be issued in accordance with this
paragraph (Sec 2.2.8.1) if it is suspected that the aircraft component has been
subjected to extremes of stress, temperatures or immersion which could affect
its operation
(e) A maintenance history record should be available for all used serialized
aircraft components.
(f) Compliance with known modifications and repairs should be established.
(g) The flight hours/cycles/landings as applicable of any service life‐limited parts
including time since overhaul should be established.
Issue: 02 Page 2-11
(h) Compliance with known applicable airworthiness directives should be

established.
(i) Subject to satisfactory compliance with the above, a CAAN Form 1 may be
issued and should contain all necessary information including the aircraft from
which the aircraft component was removed along with any information on the
last maintenance carried out
Note: All USED components removed from serviceable or unserviceable aircraft

and returned to Stores as serviceable must have a Condition Certificate along
with CAAN with Form 1.
2.2.7.2 Serviceable aircraft components removed from a non-

Nepalese registered aircraft
Components may only be issued with a CAAN Form 1 if the components are leased
or loaned from the maintenance organization approved under NCAR Part‐145 who
retains control of the airworthiness status of the components. A CAAN Form 1 may
be issued and should contain the information as specified in NCAR 145.A.50 (d) Sub
Para 2.4 including the aircraft from which the aircraft component was removed.
2.2.7.3 Used aircraft components maintained by organizations not

approved in accordance with NCAR Part‐145
For used components maintained by a maintenance organization not approved

under NCAR Part‐145, due care should be taken before acceptance of such
components. In such cases an appropriately rated maintenance organization
approved under NCAR Part‐145 should establish satisfactory conditions by:
(a) dismantling the component for sufficient inspection in accordance
with the appropriate maintenance data;
(b) replacing all service life‐limit components when no satisfactory evidence of
life used is available and/or the components are in an unsatisfactory
condition;
(c) reassembling and testing as necessary the component;
(d) completing all certification requirements as specified in NCAR 145.A.50
2.2.7.4 Used aircraft components removed from an aircraft

involved in an accident or incident
Such components shall only be issued with a CAAN Form 1 when processed in
accordance with paragraph 2.7 of NCAR part 145.A.50(d) and a specific work order
including all additional necessary tests and inspections deemed necessary by the
accident or incident. Such a work order may require input from the TC holder or
original manufacturer as appropriate. This work order should be referenced in CAAN
Form 1.
2.2.7.5 Used aircraft components removed from an aircraft

withdrawn from service
Serviceable aircraft components removed from a Nepalese registered aircraft

withdrawn from service may be issued with a CAAN Form 1 by a maintenance
Page 2-12 Issue: 02

organization approved under NCAR Part‐145 subject to compliance with this

subparagraph:
(a) Aircraft withdrawn from service are sometimes dismantled for spares. This is
considered to be a maintenance activity and should be accomplished under
the control of an organization approved under NCAR Part‐145, employing
procedures approved by CAA Nepal.
(b) To be eligible for installation, components removed from such aircraft may be
issued with a CAAN Form 1 by an appropriately rated organization following a
satisfactory assessment.
(c) As a minimum, the assessment will need to satisfy the standards set out in
paragraphs 2.5 and 2.6 of NCAR part 145.A.50 (d) as appropriate. This
should, where known, include the possible need for the alignment of
scheduled maintenance that may be necessary to comply with the
maintenance program applicable to the aircraft on which the component is to
be installed.
(d) Irrespective of whether the aircraft holds a certificate of airworthiness or not,
the organization responsible for certifying any removed component should
ensure that the manner in which the components were removed and stored
are compatible with the standards required by NCAR Part‐ 145.
(e) A structured plan should be formulated to control the aircraft disassembly
process. The disassembly is to be carried out by an appropriately rated
organization under the supervision of certifying staff who will ensure that the
aircraft components are removed and documented in a structured manner in
accordance with the appropriate maintenance data and disassembly plan
(f) All recorded aircraft defects should be reviewed and the possible effects these
may have on both normal and standby functions of removed components are
to be considered
(g) Dedicated control documentation is to be used as detailed by the disassembly
plan, to facilitate the recording of all maintenance actions and component
removals performed during the disassembly process. Components found to be
unserviceable are to be identified as such and quarantined pending a decision
on the actions to be taken. Records of the maintenance accomplished to
establish serviceability are to form part of the component maintenance history
(a) Suitable NCAR Part‐145 facilities for the removal and storage of removed
components are to be used which include suitable environmental conditions,
lighting, access equipment, aircraft tooling and storage facilities for the work to
be undertaken. While it may be acceptable for components to be removed,
given local environmental conditions, without the benefit of an enclosed
facility, subsequent disassembly (if required) and storage of the components
should be in accordance with the manufacturer’s recommendations
Note: Any components removed as per above and deemed serviceable must be
issued with a Condition Certificate along with Form 1 before induction into Stores.
Besides the above, components (deemed serviceable) may also be returned to

Stores in the following cases:
(1) A component is removed from an aircraft during the course of defect

rectification, and it cannot be determined that the component removed
is the cause of the defect.
(2) A component has been returned to quarantine following the robbery of
a part of that component assembly
Issue: 02 Page 2-13

(3) A serviceable component has been removed from an aircraft to service

another aircraft.
(4) A component is returned to stores following repair/overhaul in the
company workshop.
(5) A component is returned to store following a re-lifed procedure in
accordance with a published procedure. E.g. rubber or synthetic seals.
(6) A component is returned to store following a re-inspection and/or
recertification e.g. nonmoving rotable parts, stored tires, etc.
Note:
1. All serviceable components (except consumables) must be accompanied
by a proper Certificate of Release to Service document (Form 1 or
equivalent) before induction into stores or dispatch to outside customers.
2. Components returned to Stores IAW (1), (2) & (3) procedures listed above
must be accompanied by Condition Certificate along with Form 1.
3. Applicable procedures laid down in NCAR part 145.A.50 should be
observed.
Components returned in accordance with (1) above:
a) Procedures listed in Section 2.2.8.1 must be observed.

b) The component shall have a Hold Tag attached, and placed in the quarantine
store for incoming goods.
c) The Technical Flight Log for the affected aircraft shall be monitored for a period
of five days for a re-occurrence of the defect.
d) Should the defect not re-occur then the component shall have an Unserviceable
Tag or label attached and routed to the appropriate repair facility.
e) Should the defect re-occur then it may be assumed that the component was
removed in error and the Hold tag shall be cancelled with a Serviceable Tag
signed by authorized personnel. A CAAN Form 1 shall also be issued (if not
available) before routing the component to bonded stores.
Components placed in quarantine in accordance with (2) above:
a) On receipt components should have two labels attached comprising a cancelled

Serviceable Tag and a Robbery Tag.
b) On receipt of the replacement part, this shall be refitted by a person authorized to
do so and the reassembled component (after issuance of CAAN Form 1) returned
to bonded store.
Page 2-14 Issue: 02

Components returned to Stores in accordance with (3) above (Return to bonded

store):
a) The component shall be physically inspected for condition.

b) The component history (cycles, hours, etc.) and traceability shall be determined.
c) Whenever possible the component shall be operation or function tested either by
bench test or by fitting it to an aircraft for operation or function testing, using test
equipment if needed.
d) A Serviceable Tag along with CAAN Form 1 shall be raised in respect of the
component by a person authorized to do so and passed along with the
component to stores.
e) The stores in charge shall book the component back into stores and allocate it a
goods Receiving Note, number, based on Serviceable Tag as authority to do so.
f) The relevant document shall be filed and retained in the same manner as other
incoming documentation.
Components returned to Stores in accordance with (4) above:
a) Components received into stores from the company workshops should be

accompanied with a correctly certified Certificate of Release to Service (CAAN
Form 1).
b) Should this not be the case, they shall be placed on the incoming quarantine
shelf pending completion of the correct documentation.
c) The component shall then be inspected by the Material Inspector and a
Serviceable Tag issued following all procedures for inspection of incoming
components.
d) The stores in charge shall batch the component, book the component back into
stores, and allocate it a Receiving Note (Overhaul / Repair) number, based on
serviceable tag as authority to do so.
e) Those components belonging to a customer shall be batched in as above (Step
a) and then placed on the outgoing goods shelf. The component shall be
dispatched in accordance with MOE Part 2.3.
a) A serviceable tag shall be raised in respect of the material by a person authorized

to do so and allocated a reference number from the component return register.
b) Components returned to stores following a re-lifing procedure should be
accompanied by a copy of a worksheet/card with a correctly certified Certificate
of Release to Service (Form 1).
c) The stores in charge shall book the component back into stores and allocate it a
goods Receiving Report number, based on the documents as authority to do so.
d) The relevant document shall be filed and retained in the same manner as other
incoming documentation.
a) Nonmoving rotable parts shall be reinspected at regular intervals (at least once in
two years for avionics components and once in three years for mechanical
components) and recertified after verification that the components have been
properly stored and has not incurred any physical damage during storage. In
Issue: 02 Page 2-15

such cases, a new serviceable tag with reference to the existing serviceable tag
may be issued or the existing Serviceable Tag revalidated.
b) Nonmoving tires shall be reinspected for any physical damage and storage
position changed every 30 days.
2.2.8 Return of Unserviceable Items to Stores.
It shall be the policy of Summit Air to declare components as unserviceable in any

one of the following conditions:
1. Expiry of service life limit as defined in the maintenance programme.

2. Noncompliance with applicable AD's and mandatory SBs or other continued
airworthiness requirements.
3. Absence of info to determine eligibility & airworthiness status.
4. Evidence of defect or malfunction.
5. Involvement in an incident or accident likely to affect its serviceability.
All unserviceable items returned to stores shall have a fully completed Unserviceable
Tag and a Rotable Movement Form (RMF) attached. Refer to Section 2.19.1 for
further details on the labelling and return procedures.
It shall be placed on the unserviceable quarantine rack pending completion of the

dispatch documentation. It shall then be transferred to goods outwards.
The stores incharge shall be responsible for monitoring that the unserviceable label
has been completed correctly.
2.2.9 Direct Delivery Processing
It may be necessary on occasions for goods to be delivered directly from a Vendor or

supplier to a Line or Base station. This shall invariably be initiated by Material
Planning; they shall obtain copies of the vendors’ release paperwork and
confirmation of receipt by the consignee.
The AMTL at Line / Base stations are to check the following detail before agreeing to
receive and approve any goods for fitment to aircraft or assemblies.
a) Follow inspection procedures outlined in Section 2.2.1

b) Inform Material Planning that the goods have been physically received in good
condition; there were no signs of damage to the goods or the container and that
the goods are as stated in the accompanying Vendors paperwork.
c) Obtain the Vendor’s release paperwork (or copies, pending receipt of the
originals)
d) Stores shall then follow normal procedures as per MOE Part 2.2.1
2.2.10 Goods for Repair or Overhaul
Reference shall be made to MOE Part 2.1 in order to determine the appropriate
facility for dispatching parts/components for repair or overhaul.
Page 2-16 Issue: 02

The procedures for compiling the appropriate documentation shall follow those
specified in MOE Part 2.1, extracting the appropriate requirements of the order.
A reminder is given that it is essential that the work / purchase order specify the
appropriate release certification required on return of the part/component.
When components are sent for maintenance to a non NCAR 145 approved
organization then it shall be ensured that the component is maintained as per the
manufacturer’s instructions. All procedures listed in Section 2.1.4 & 2.1.5 must be
followed. Along with Form 1 the test results of the component shall also be required.
If Form 1 cannot be delivered then signed Workshop maintenance sheets shall be
required.
Note: A distributor must supply a copy of the appropriate release documentation

(see MOE Part 2.2) relating to any rotable part/component supplied to the
company. A Certificate of Conformity alone is not acceptable for rotable
components except if it is from the OEM.
2.2.11 Unsalvageable Components

Cross refer MOE Section 2.3.6 Para 4 also.
The following types of Component should be classified as unsalvageable.
 Defective components or Components with non-repairable defects

 Components that do not meet design specifications
 Components subjected to unacceptable modification or rework
 Certified life-limited parts that have reached their life limits
 Components that have suffered exposure to extreme forces or adverse
environment
 Components that conformity with applicable ADs cannot be accomplished.
 Components for which maintenance records or traceability to the manufacture
cannot be retrieved.
The company personnel when disposing of unsalvageable aircraft components

should exercise caution and dispose of them in a manner that does not allow them to
be returned to service. Where possible the items/components should be
cut/mutilated into pieces and then disposed. The items/components shall be
disposed in the presence of CAM Director and/or Engineering Director or CAAN if
needed.
The scrap or unsalvageable items shall be identified and disposed periodically (at
least once in six months). A record shall be maintained for the same. Small
consumable scrap items such as paper filters, gaskets, packings, etc. may be
destroyed during normal maintenance by mutilation and replacements recorded in
Maintenance Worksheet.
Note: Use Beyond Economic Repair (BER) Application form for disposable of
unsalvageable components for rotables or bulky items. For others use Component
Scrap Disposal form.
Issue: 02 Page 2-17

2.3 Storage, Tagging and Release of Aircraft Components and

Material to Aircraft Maintenance
Engineering Stores is located at the Kathmandu Office. The stores comprise of

bonded store, quarantine store, tool store, tyre store and offices. All areas are
provided with lighting.
All incoming items shall be entered in the register / cardex system of Stores after
proper inspection. As per the requisition the required items then shall be issued to
aircraft or appropriate outstation sub-base with the cardex record system of the store
updated accordingly.
Access to the bonded store shall be restricted to stores personnel, Quality

Assurance personnel and relevant technical personnel. The storekeeper shall ensure
all standard safety precautions are followed by personnel entering the stores. No
loose objects shall be kept on the floors and electrical wires shall not exposed
The Stores Incharge shall be responsible for housekeeping within the area. He shall
also be responsible for monitoring shelf life items.
The Material Inspector shall inspect the condition of rotable items not used for long
time (two year for avionics items and three years for mechanical items) to ensure
that the items packaging have not been damaged and the items are in good physical
condition. The items shall then be retagged with Serviceable Tags or the existing
Serviceable Tags revalidated.
All items (rotables and consumables) shall be stored in accordance with the
guidelines & specifications provided by the manufacturer. Where such guidelines or
specifications are not available, standard storage system shall be followed where the
temperature and humidity are controlled to desired levels (10oC to 21oC) and records
maintained. Premises should be clean, well ventilated, and maintained at an even
dry temperature to minimize the effects of condensation.
The engineering bonded store shall be located at Kathmandu Office. It shall

comprise of a bonded store and quarantine store. The stores shall be maintained to
avoid direct sunlight but with enough lighting. A wet & dry bulb temperature (or other
alternate means) shall be installed to indicate the temperature and humidity. The
temperature recordings shall be recorded on a weekly basis.
The bonded store shall have racks for storage of consumables (excluding oil or
hydraulics), hardware and rotables. The items shall be stored on the racks in such a
manner to avoid direct sunlight and as far as practicable the original packing shall be
used or packed in such a manner to avoid dust. All components & pipes shall be
properly capped.
Rubber items shall not be exposed to open air nor direct sunlight. They shall be kept
(as far as possible) in the original packings and not be stored near spark generating
devices.
The quarantine store / area shall be maintained in such a way to avoid direct mixing
of serviceable, hold and unserviceable items.
Page 2-18 Issue: 02

Oil, hydraulic and lubricants shall be stored in a separate steel cupboard so as not to
come in contact with other items.
The commercial store is situated in a separate lockable cupboard.
All items (rotables and consumables) shall be stored
2.3.1 Bonded Store
All items required to be fitted to an aircraft are held in the bonded store. Stock control
is by Cardex/computer. Access to the bonded store is restricted to stores personnel,
quality assurance personnel and relevant Engineering personnel.
The nominated storekeeper/inspector is responsible for housekeeping within the

area. He is responsible for monitoring shelf and part life items. Where expiry dates
are not mentioned in the packings the expiry date shall be assumed to be twenty
years from the cure date.
2.3.2 Storage
a) Rotables/components are stored in the bonded store as above.

b) Standard parts are stored in bins either in the bonded store or outside the bonded
store (for large bulky items)
c) Perishables and flammable fluids are kept in a separate lockable steel almirah /
cupboard outside the bonded store
d) Oxygen bottles heads shall be capped and bottles kept away from oil / grease
e) Compressed gas cylinders shall be stored separately to avoid fire hazards.
f) Flexible pipes shall be stored without distortion and both ends capped.
2.3.2.1 Electro-Static Sensitive Devices (ESD)
The following extra precautionary steps are to be followed when handling Electro-
Static Sensitive Devices (ESD):
 When first received, the inspection personnel shall insure that the component
arrived in the proper type of shipping/ storage container.
 Particular attention is to be given to the less obvious items such as foam
wrapping, bubble wrap and bags.
 If it appears that the item in question is not properly packaged notify Stores In-
charge and do not process the part until the discrepancy is solved.
 All ESD’s will be stored in the protective packaging they were received in
provided the packaging meets manual requirements and those of the OEM.
 All temperature and humidity precautions recommended by the OEM will be
maintained.
 ESD components will be stored in a separate rack equipped with an antistatic
floor mat, antistatic table mat and grounded wrist bands. The racks shall be
grounded.
Note: The standard established in ATA 300 covers generally accepted practices and
this reference should be used whenever possible, when handling ESD
equipment.
Issue: 02 Page 2-19

2.3.3 Shelf and Part Life Control
Shelf life shall be controlled in accordance with the specifications of the

manufacturers.
Details of all components subject to shelf life are held in the stores Cardex /
computer. Similarly, all rotable items are entered into the Cardex / computer at each
change with their current life details. These latter items shall be called up by
technical records for removal from stock. Shelf life items are controlled by the stores
incharge and are monitored every three months. Shelf Life shall be monitored using
a Shelf Life Report form generated by the computer’s software.
Refer to MOE Part 2.24.16 for Shelf Life Control Procedure.
2.3.4 Issue: Consumable parts
Consumable parts are issued from the stores bin on requisition from the
maintenance personnel and the information transferred to the cardex/computer. The
store incharge shall ensure that items are issued only after receipt of a properly filled
Material Issue Slip.
2.3.5 Issue: Aircraft Rotable Components.
Aircraft rotable components/materials are booked out on a issue sheet after receipt
of a properly filled Rotable Movement Form from the maintenance personnel. Entries
on this sheet are then transferred into the stores Cardex/computer.
2.3.6 Quarantine Procedures
All incoming parts and materials and any parts or materials that have been removed
from an aircraft for any reason shall be placed in a dedicated quarantine area (or a
steel cupboard) until such procedures specified in this section in a particular case
are carried out.
The quarantine area should be subdivided to cater for the different type of quarantine
requirement as follows:
1. Incoming goods (See MOE Part 2.2)

a) Those goods awaiting incoming documentation completion prior to
batching and storage.
b) Those incoming goods where the documentation is incomplete or
incorrect.
c) Those incoming goods that are damaged and require inspection report
and return to source.
Page 2-20 Issue: 02

2. Unserviceable items (See MOE Part 2.2.9)

Those items returned unserviceable, time expired awaiting routing to the
appropriate repair/overhaul organization. Shelf Life expired items shall be
destroyed immediately.
3. Items removed to investigate reported defects. (Hold Items)
Those items removed in accordance with Paragraph 2.2.8 of this section
pending the diagnosis of a particular aircraft defect.
4. Disposal of unsalvageable components
These aircraft parts and materials should be mutilated by grinding, burning,
removal of a major lug or cutting into smaller pieces. If the parts are to be
used for legitimate non-flight reasons, like training and education aids,
research and development, or non-aviation applications then the component
should be marked in permanent fashion like stamping with a metal stamp with
the words “NOT SERVICEABLE”, removing the data plate, or removing the
original part number identification.
Note: Cross Refer 2.2.12 also. Before disposal of rotables BER Form must be
filled and procedures followed.
2.4 Acceptance of Tools And Equipment
All specialized tooling used by the company for the maintenance of aircraft under its
control is that specified by the aircraft/component manufacturer.
All specialized tools shall be procured from approved suppliers as mentioned in

Section 2.1 and similar purchase process (aircraft components purchase) shall be
followed. All monitoring and control procedures applicable to aircraft component
suppliers shall be adhered to in case of tools & equipment suppliers.
2.4.1 Process for Acceptance of tools / special tools
All new or repaired tools and test equipment received within the company are to be
inspected following procedures listed in Section 2.2.1, entered into the
Cardex/Computer, and then processed in the following manner:
It is then determined whether the tool or piece of equipment requires periodic

calibration. If so, it is entered on the Cardex/computer the date of receipt, the part
number serial no., location, description, calibration period, calibration due date,
where the tool/test equipment is calibrated and the test data/certificate reference are
recorded and the test certificate placed in the calibration file. A Calibration Due
Report shall be called up from the computer at least once in three month.
Each tool or piece of test equipment that does not have a manufacturer’s serial
number shall have one allocated and that this number shall be etched onto the tool
or applied by label to test equipment.
Each tool or piece of test equipment shall have attached a durable sticker showing
the calibration due date where applicable. The tool or test equipment shall then be
placed either in the tool/equipment store or with a workshop for specialist use.
Issue: 02 Page 2-21

Tools or test equipment that is not so identified shall not be issued/used, and placed
in quarantine until their status is established.
All tools and test equipment whether calibrated or not shall be properly stored in the
tool/equipment cupboard provided when not in use.
2.4.1.1 Tools Returning from Repair or Calibration
Tools/test equipment being sent for calibration shall have had their records
annotated with the date of dispatch and on return shall have the appropriate details
recorded in a similar manner to new items.
On return the item shall be checked that a calibration label is affixed; then issued
with a goods Receiving Report (Overhaul /Repair) and placed in either tool stores or
stores as applicable. The test certificates shall be sent to Records Section for the
computer to be up dated and the certificate to be filed in the calibration file.
2.4.2 Tools and Equipment
2.4.2.1 General Tools

The list below shows some of the general tools / equipment that may be held by the
company but not be limited to.
 Basic hand tools.
 Bench and work stands.
 Grease guns and oil cans.
 Rivet guns and snaps.
 Taps and die sets.
 Screw extractor sets.
 Snap ring pliers (internal and external).
 Riveting equipment.
 Paint spraying equipment or equivalent.
 Vacuum cleaner.
 Engine Hoist & Slings
 Mobile Cranes
 Hydraulic jacks (various sizes) and pads.
 Tail stand / jacks and trestles.
 Tyre bead breaker and lever.
 Air, electrical and hand drills.
 Twist drills and reamers.
 Electrical terminal crimp tool sets.
 Tube Flaring & bending equipment
 Brake lining rivet setting kit.
 Air compressor.
 Torque wrenches and adaptors.
 External aircraft GPU
 NDT: Dye penetrant equipment.
 Tyre inflators and pressure gauges.
 Nitrogen cylinders and control valve.
 Battery Charger
Page 2-22 Issue: 02

 Battery Capacity Test Set

 Multimeter
 Hydrometers.
 Cable tensiometer.
 Inclinometer.
 Ultrasonic Cleaner
 Battery Cleaning & Function Test kit
2.4.2.2 Special Tools / Test equipment
Various Special Tools / Test equipments that are required regularly shall be
maintained by Summit Air for the maintenance of its fleet of aircraft. A list of such
tools shall be maintained by Engineering Stores.
A separate list shall also be maintained by Engineering Stores for tools requiring
calibration. This list shall be generated by the computer software.
Any tools that are not available with the Company shall be loaned / borrowed from
other operators IAW MOE Section 2.4.6.
2.4.3 Special Tools Issuance Procedures
A register shall be maintained by Stores Incharge for issuance of special tools. All
issuance and acceptance shall be entered in the register with the following details:
 Part Number / Serial Number
 Date of Issuance
 Issued by
 Received by
 Returned Date
2.4.4 Tool Box
The tool box shall contain general/standard tools required for day to day
maintenance. It shall be the responsibility of the technician to ensure that once
maintenance is completed all the tools are returned in the box and accounted for.
The tools shall also be inspected by the technician on a regular basis (prior to usage)
for any damages and a requisition order raised should the need arise for
replacement. The damaged tool shall be destroyed or scrapped.
Should a tool be lost the concerned technician shall raise a requisition using Material
Issue Slip for replacement and the technician shall also raise Lost Tool Report Form
to his superior mentioning the place and time the tool may have been lost.
Record shall be maintained for the periodic inspection of the tool listing and their
serviceability. Use and sign off of Maintenance Worksheet during scheduled /
unscheduled maintenance shall be deemed to comply with periodic check
requirement of the tool box.
Issue: 02 Page 2-23

2.4.5 Procedures for borrowing tools from other airlines

If a tool is not available for a job then the technician shall raise a requisition for the
tool through the Base / Line Maintenance or Workshop. The Engineering Director
then shall coordinate with CAM Director for its availability through other operators.
a) A request shall be made to the operator by either the Engineering Director or

CAM Director for loan.
b) If the tool is available with other operators at line / base stations then the Base
/ Line Maintenance or Workshop Manager shall coordinate for its availability.
c) If the tool is available at Kathmandu or abroad with other operators then the
CAM or Engineering Director shall coordinate for its availability.
d) Once the tool is received it shall be inspected by the Material Inspector or the
authorized AMTL if it meets the requisition and the request.
e) It shall also be inspected for calibration validity where applicable and its part
number and serial number shall be noted and entered into the stores register.
f) The tool shall then be allocated to the job and once the job is completed the
tool shall be returned to the operator by stores and it shall make an entry into
the register also.
g) If any discrepancy is noticed with regards to the tools then they shall be
returned to the owner without usage and also notifying them of the
discrepancy.
2.5 Calibration of Tools and Equipment

2.5.1 Calibration Policy
Calibration is the process of comparing an instrument's accuracy to known standards

which may be the National Standards (Nepal Bureau of Standards and Metrology) or
International standards such as National Institute of Standards and Technology
(NIST) which is an agency of the U.S. Department of Commerce.
As a general rule the frequency of recalibration depends on a number of factors,

some of which are:
 Inherent stability of the specific instrument or device

 Environmental factors that may affect the stability such as dirt, moisture,
temperature, etc.
 Manufacturer’s recommendations
 Regulatory requirements
 Degree of usage
 Frequency of usage
2.5.2 Inspection, Servicing and Calibration Program
All tools or equipment used for the purpose of measurement and adjustment shall be
calibrated in accordance with the standards mentioned above or other acceptable
standards whose traceability can be ascertained. The frequency of calibration for
measuring tools and test equipments shall be as follows:
Tools / Equipment Calibration Exceptions / Remarks
Page 2-24 Issue: 02

interval
Torque Wrench One year No exceptions
Mechanical Cable Tensiometer One Year Interval may be extended based
on frequency of usage
Digital Cable Tensiometer Two Years No exceptions
Mechanical Measuring Devices One Year Interval may be extended based
Analogue measuring Instruments One Year Interval may be extended based
Digital Measuring Instruments Two years Interval may be extended based
The recalibration interval for digital instruments has been based on the fact the
digital measuring instruments normally do not have moving parts which could be
subjected to wear and tear. Also they are not subjected to hard usage.
Quality Assurance Director may revalidate the existing calibration data and grant
extension for the above interval provided the usage pattern do not exceed the
following:
Used Frequency Max Calibration Interval Extension

(Not to Exceed)
Once weekly 12 months
Once Monthly 24 months
Once Yearly 36 months
All measuring instruments that require calibration must be maintained in a dedicated

box and should have a copy of the valid calibration certificate along with error
correction data where applicable. The box must also contain an Equipment Usage
Log Card which will track the equipment usage frequency.
A record (Calibration Due Report of Test Equipment) of such calibrated tools shall be
generated by the computer used by Engineering Stores at least once in three
months.
2.5.3 Test Equipment Calibration Control
Test equipment calibration control shall be administered by the Stores Incharge who
shall ensure that:
a) Each tool or piece of equipment that does not have a manufacturer’s serial
number shall be allocated one and this number shall be etched or marked onto
the Tool.
b) A Cardex/computer entry is raised for each tool or piece of equipment, which
shall record part no, serial no, location (Stores or Outstation), description,
calibration period, calibration due date, where the tool is calibrated and the test
data/cert. reference.
c) Each tool or piece of equipment shall have attached a durable sticker showing
the calibration due date.
d) Tools or equipment that is not so identified shall not be issued or used, and
placed in quarantine until its status is established.
Issue: 02 Page 2-25

e) No personal tools that would require calibration are permitted to be used.

f) Provision is made for all calibrated tools and equipment to be properly stored
when not in use.
g) A list / register of all calibrated tools mentioning the details of the tools and its
calibration and due dates shall be maintained IAW Form SA-122. This list shall
be updated at least once a month and the list shall be monitored by Material
Planning.
2.5.4 Identification of Servicing/Calibration
The Stores shall keep all test documentation on file and ensure the upkeep of the
Cardex / computer records. They shall ensure that notice is given at least one month
prior to the calibration due date. The affected tool or equipment shall be routed to
stores, who shall progress it to the appropriate calibration facility. On its return the
item shall be checked that each tool or piece of test equipment has attached a
durable sticker showing the calibration due date.
2.5.5 Equipment Register / Calibration Due Report
A full list of equipment requiring calibration shall be called up from computer system
by Engineering Stores. Calibration Due Report of Equipments shall be updated at
least once three months.
2.5.6 Labeling Procedures for Tools / Equipment
All tools / equipment except general hand tools shall be labeled with their part
number, serial number and calibration details (if applicable). The part number and
serial number may either be etched on the tool/equipment or written on a sticker
pasted on the tool/equipment or painted. Should the sticker be worn out and not
eligible then a fresh duplicate sticker may be pasted with the original information on it
and based on the calibration document issued.
2.6 Use of Tooling and Equipment by Staff
2.6.1 Issue of tools
A tool box containing general tools shall be issued to the line/base stations. All tools
in the tool box shall be recorded in the inventory.
A register shall be maintained by Stores Incharge for issuance of special tools. All
issuance and acceptance shall be entered in the register with the following details:
 Part Number / Serial Number
 Date of Issuance
 Issued by
 Received by
 Returned Date
Page 2-26 Issue: 02

2.6.2 Determination / Verification of tool serviceability prior to issue
Each special tool on return is given a general condition inspection, as is also the
case at issue. It is the responsibility of the user to report any damage or un-
serviceability of the tool and tag it with an unserviceable label. The stores incharge is
responsible for carrying out a regular inspection of the tools in the tool store.
For serviceability verification of general tools refer to MOE 2.4.5
2.6.3 Training & Control of personnel in the use of tools and equipment
Tools and equipment must only be used for their intended purpose. When unusual
new tools are acquired by the company other than hand tools, training in the use of
that equipment is to be undertaken (where applicable) and details annotated on the
individuals training record. Alternatively, the training may take the form of self-study
of the user manual by the user where the usage procedures are self-explanatory and
not complex
2.6.4 Personal Tools /Instruments
Staff may not use personal tools that would normally require to be calibrated unless
they are calibrated and have a calibration sticker displayed and can produce the test
certificate and other traceability records on request.
2.6.5 Loan of tools
Tools (general or special) may be loaned to other operators on request. The request
for tool loan must be formally approved by the the Engineering Director. This
approval shall be communicated to the Stores Incharge who shall then issue the tool
IAW procedures laid down in Section 2.6.1. Once the tool is returned the condition
and serviceability of the tool shall be checked by Stores Incharge before acceptance
of return. For this help of specialized persons may be obtained by the Stores
Incharge.
2.6.6 Procedure for Use & Control of Non-Manufacturer Recommended (i.e.

alternative) Tools and Equipment
Where a manufacturer specifies a particular tool or equipment for a job, and that item
is not available or an alternative could be used without a detrimental effect then the
Base / Line Maintenance or Workshop Manager shall liaise with Engineering Director
to either find an alternative that can do the job or produce one by local manufacture
that can fulfill the manufactures requirements.
Any locally manufactured tools shall only be used in house by Summit Air and shall
not be sold or loaned externally These locally manufactured tool/ equipment is to be
registered, & allocated a company part number, serial number & controlled by Stores
similar to other tools.
The following guideline should generally be followed when locally manufacturing

tools:
Issue: 02 Page 2-27

 Self-manufactured tools/equipment should be designed and manufactured in

accordance with the technical standards provided by the manufacturer.
Alternatively tools may also be manufactured using original tool as template
 The raw materials for self-manufactured tools/equipment shall at least meet
the design limits of strength, rigidity and other parameters. The material that
will directly contact with aircraft or its components must have no any negative
influences to the contacted aircraft or its components
 The accuracy, scale range and stability of the instrument and indicators shall
fulfill test requirements
 Power sources shall supply stable and adjustable power, while satisfying the
test need;
 Control system shall be easy in operation and have preventive mis-operation
function
 Job cards and accomplishment instructions shall be available while
manufacturing tools/equipment.
 Tools may also be manufactured using original tool as template
 Before put into use, tools/equipment shall be tested in practice to prove that
they have reached the standards defined in the relevant airworthiness data.
 Demonstration of equivalence between design/manufactured tool and the tool
recommended by the manufacturer
Locally manufactured tools shall be approved by Quality Assurance. Such tools must
have following information recorded:
 The stores shall maintain a register of all such locally manufactured tools,
which shall also include:
 In-house Identification of the alternate tool with reference to the original tool
 The process used to validate the tool (design or use of template)
 In-house approvals
 Information on storage specifications (where applicable)
Besides the above CAM Department shall also decide on any changes that may be
required in the CMS or other maintenance data with regards to any changes in
maintenance procedures due usage of these alternate tools.
2.7 Cleanliness Standards of Maintenance Facilities

2.7.1 Introduction
Cleanliness standards shall be maintained to ensure compliance with NCAR-

145.AMC.45(a), and to ensure all relevant aspects of the Health and Safety Act and
Employment legislation are adhered to.
All Company facilities shall be subject to a periodic inspection as part of the Quality
Audit Program.
Included in the audit function is the requirement to ensure that the various work
areas and stores areas are maintained to a standard to which they were originally
established.
Page 2-28 Issue: 02

Records of all audits are kept in files in the Quality Assurance. Deficiencies in the
required standards shall initiate an adverse Audit Report requiring remedial action
from the Head of the section.
All areas are cleaned on a regular basis by cleaners employed for the general
cleaning duties. In areas where access is restricted for security reasons or where
specialized cleaning processes are required, cleaning shall be carried out by the
personnel employed in these areas. Record shall be maintained for the periodic
cleaning.
In respect of Inspection for the performance of aircraft/component work, the

Company declares three standards of cleanliness.
1. Overhaul standard, i.e., that obtained by complete dismantling, paint removal

chemical processing.
2. Major standard, i.e., that obtained with major components dismantled but with
paint removed only as considered essential for inspection.
3. Minor standard, i.e., that obtain with little dismantling by superficial washing,
spraying, shampooing.
Cleaning during a maintenance process and for inspection purposes in general shall
be performed in accordance with the Aircraft Maintenance Program / Customized
Maintenance Schedule or specific approved technical data. However, all certifying
personnel and Quality staff have full authority to demand cleaning to a higher
standard where considered necessary, or to permit inspection or expedite/improve
other work or to avoid future deterioration. Engineers shall use this authority to
ensure proper and full inspections to the required standard and enable their ultimate
certification and release to service.
2.7.2 Purpose
The purpose of this procedure is to define the Company’s adopted practices and
required standards in respect of maintaining a clean working environment for
facilities and the performance of aircraft maintenance. The procedure also advises
on general aspects of cleanliness, which are to be recognized by all Company
personnel.
2.7.3 Responsibility
It is the responsibility of CAM Director and Engineering Director to promulgate and

foster awareness towards cleanliness on the part of all staff and to ensure that
discipline to housekeeping and cleanliness is enforced. It is for all individuals to
observe the requirements for cleanliness in their respective areas of work at all
times. Regular checks by supervisory staff shall be made to ensure the requirements
of this procedure are observed.
2.7.4 Procedure
2.7.4.1 General Practices
The presence of extraneous matter inside aircraft, components, system etc, can
have serious consequences and special care is necessary to ensure thorough
Issue: 02 Page 2-29
cleanliness at all times. Where systems are concerned (e.g. hydraulic, fuel and
pneumatic systems), scrupulous cleanliness is essential during assembly and
maintenance operations. The presence of loose extraneous articles inside a
structure is a dangerous hazard.
a) The presence of extraneous fluids, due to spillage or leaks, may have serious
deleterious effects. Certain fluids, such as ester-base engine oil, hydraulic oil,
glycol de-icing fluid etc. shall damage most protective treatments or material not
intended to be in contact with these fluids, and bonding compounds, electric
cables, rubber mouldings, tyres, etc. shall deteriorate rapidly if these are in
contact with such fluids; the spillage or leaks of some fluids may increase the fire
hazard especially if they occur in the vicinity of electrical equipment or engine
installations. Serious contamination can also be caused by spillage of toilet fluids,
mercury, and numerous other substances.
b) Vigilance is necessary to ensure that conditions and practices are such that
extraneous matter shall not enter or come into contact with any part of the
aircraft, its system or its components. Placards and warning notices pointing out
the serious of extraneous matter in aircraft shall be placed in all sections.
c) Dirty floors, staging, benches, test equipment or open tins of jointing compound,
sealants, grease, paint etc. are not permitted. All tins and containers must be
kept closed when not in use and any tins and containers, which have been open
for an unknown length of time, should be discarded.
d) Wear of control cables is accelerated very considerably where dirt clings to
surplus grease or protective films on the surface of the control cables where they
pass through fiber, plastic or fairleads and over pulleys. It is therefore, important
that lubricants or sticky protective films to which dirt might adhere are removed
from cables in positions where wear may take place.
e) There should be separate areas for stripping or disassembly of parts, cleaning of
disassembled parts and inspection & reassembly of parts. The areas must be
clearly segregated from each other to prevent cross contamination.
2.7.4.2 Foreign Object Damage (FOD) Controls
a) In order to prevent small tools, torches, pencils, etc. from falling into aircraft
structures, personnel engaged on servicing operations shall wear overall/clothing
fitted with closed pockets. Suitable footwear shall also be worn and vulnerable
surfaces should be protected with mats.
b) Boxes or special trays must always be used for small items such as hand tools,
aircraft general parts, etc. which are to be used on aircraft. Supervision shall also
ensure that refreshments (e.g. mineral water, tea etc.) are not taken onto the
aircraft or consumed outside of permitted areas. All Engineers are responsible for
maintaining cleanliness of their immediate working area and removal of
extraneous matter upon a regular basis and at the end of task or shift.
Note: If any part of the aircraft or engine control system is inside a closed-in
compartment, consideration should be given to the requirements for duplicate
inspections.
c) Modifications, skin repairs, etc. may involve the production of quantities of swarf,
redundant parts and sealant. These debris as possible should be removed as it
is produced and a proper cleaning program must also be implemented. A
Page 2-30 Issue: 02

thorough inspection shall be carried out on internal structures before being

sealed. When the work involves fuel compartments the filters and pump screens
shall be checked after filling the tanks and again after initial engine runs.
d) The method of cleaning shall be governed to some extent by the size and
structural feature, but where possible the small structures such as ailerons, flaps,
etc should be rotated in all directions and shaken to dislodge any item which be
trapped or retained inside. In instances where normal cleaning is not possible, full
use should be made of powerful vacuum cleaners with suitable adapters. The
use of an air jet as a cleaning medium is not recommended.
2.7.4.3 Parts
a) Parts which are usually supplied, as appropriate, in special transport cases or

packaging, should not be unpacked until required for use. Blanking plates on
engines or components and blanks to pipe connections or other openings, should
only be removed for installation or functioning tests.
b) Parts that is not required for immediate installation shall be kept in stores or in
specific designated areas or racking.
c) Whenever it is necessary to open or dismantle an accessory, component or
system, the work must be done under controlled conditions where dust, grit, etc
(e.g. from cleaning operations) cannot enter the accessory, component or
system. Stripping cleaning sections should be adequately segregated from
inspection and assembly areas in order to prevent cross contamination.
2.7.4.4 Blanking
a) Whenever an orifice or connection in a system has to be left open, protection

against the entry of extraneous matter must be provided by means of blanks or
specially- made covers.
b) The design of blanks and covers is very important, in many cases standard
blanks are used in the form of plugs or caps, but where an on-standard orifice is
concerned, it is necessary to make a special cover, in which case the design and
choice of material must be carefully considered. Cotton and other textile materials
should not be used because of danger of small particles of fluff entering the
system; for the same reason, paper, wood or cork should be avoided as small
fragments of these materials may become detached and enter the system.
Blanks should be so designed that it is impossible to connect up the system with
a blank in position.
2.7.4.5 Parked Aircraft
All doors and windows should be closed, and covers and protective blanks should be
fitted to aircraft, which are to stand for extended periods. Covers, blanks and other
protective devices are too be fitted with warning streamers as necessary.
2.7.4.6 Ground Support Equipment (GSE)
a) All ground support equipment shall be kept in a clean and tidy condition, and
subject to regular inspection. When not in use it shall be removed to designated
areas. Segregation of equipment shall be observed at all times particularly in
respect of fluid rigs of differing specification and the use of oxygen and gases rigs
to avoid contamination by oils or greases.
Issue: 02 Page 2-31
b) Mobile dispensers used for fuel, oil, de-icing fluids, etc. must be kept clean and
all covers and blanks should be fitted when the equipment is not in use.
2.7.4.7 Waste Disposal (non-toxic)
a) During maintenance activities both dry and wet waste materials may be
generated. Suitable containers shall be provided for the disposal of both dry and
wet waste and all engineering staff shall ensure that waste material is placed in
the appropriate containers and do not come into contact with aircraft parts
causing contamination.
b) Rubbish, damaged screws, damaged bolts, used material are thrown in a rubbish
bins and then collected and disposed off to a specific area outside the airport.
c) Rubber seals and ‘O’ rings should be cut prior to disposal to prevent re-use by
other personnel.
d) Summit Air don’t employ contract cleaners to keep the facilities clean. So
engineering staff shall carry out their own cleaning.
e) During such activities as painting, materials may be used that may be both
inflammable and toxic. These materials must not be placed in the same
containers as normal waste material.
f) When this situation arises special containers shall be provided and stored away
from the facility.
Warning: Great care must be taken when handling toxic materials as serious injury
could be sustained by not observing the manufacturers warnings.
2.8 Maintenance Data/ Instructions & Relationship to Aircraft /

Component Manufacturers Instructions Including Technical
Publications Updating & Availability to Staff
The following (but not limited to) manuals or documents for maintenance of all
Summit Air aircraft / components (as per scope of approval) shall be held by the
Continuing Airworthiness Management Department with copies to the Engineering
Department.
 Aircraft Maintenance Manual (AMM) & Supplements

 Aircraft Illustrated Parts Catalogue (IPC)
 Aircraft Service Bulletins (SB) & Information letters / bulletins
 Engine Maintenance Manual (EMM) and Supplements
 Engine Illustrated Parts Catalogue (IPC)
 CMM of components maintained or serviced
 Wiring Diagrams
 Engine Service Bulletins (SB) & Service Letters / bulletins
 Customized Maintenance Schedule (CMS)
 Customized MEL and MMEL
 Continued Airworthiness Management & Maintenance Organization
Exposition (MOE)
 NCAR ; NCAR Part 145; NCAR Part M; NCAR Part 66
 SMS
 SUP
Page 2-32 Issue: 02

2.8.1 Maintenance Data (Technical Publication) Monitoring, Control &

Amendment
All the necessary airworthiness data, as required by CAAN, shall be held in office of
the Continuing Airworthiness Management Department and Engineering Department
with a full amendment service being in force that shall be controlled by the CAM
Director.
The technical publications manuals / documents shall be updated and kept current
by Continuing Airworthiness Management Department by ensuring an amendment
subscription service is in force. Continuing Airworthiness Management Department
shall email the Engineering Department with amendments once they are received /
downloaded from relevant website.
Alternatively, Continuing Airworthiness Management Department may ensure that

the notifications to the amendments of AMM & EMM or SBs/ADs are received from
the OEM by email. Once the notifications to the amendments of the manuals or
SBs/ADs are received by email Continuing Airworthiness Management Department
shall download the relevant documents from the OEM websites and mail them to the
Engineering Department. The Engineering Department shall also be provided with
direct access to the emails and the relevant websites by Continuing Airworthiness
Management Department for update of maintenance publications / data.
Irrespective of above, Continuing Airworthiness Management Department /

Engineering Department shall visit relevant websites, at least one a month, to ensure
that the updates are current. It shall also maintain a record of the visit to the
websites.
The maintenance manuals (both aircraft and engine) shall be maintained in soft
copies only in the official computers (desktops & laptops provided at line / base
stations) and the hard copies (where applicable) shall be maintained in line stations
for aircraft maintenance purposes so that they are available to AMEs as and when
required. Alternatively, only soft copies may also be maintained at line stations
provided they are equipped with computers & printers. Irrespective of the type of
manual (soft or hard) being maintained, each copy (hard as well as soft) shall be
serialized.
Once updates are received the Engineering Department shall update their soft
copies and hard copies (where applicable) at all line / base stations. CAM
Department shall also maintain a record of all computers & location sites using
Manual Distribution List where official controlled copies (soft & hard) of relevant
manuals inclusive of maintenance data are being maintained. A ledger shall be
maintained by CAM Department with regards to the dates and the revisions or
amendments sent out on the respective publications (soft copies as well as hard
copies).
A Manual Status Update Confirmation list shall be circularized by CAM Department

to various units or stations where the controlled copies of the manuals are being
maintained at least once in three months or any time sooner should revisions be
received & circularized. This form shall be signed by designated persons or station
Incharges after verification of the current updates (both hard & soft copies as
applicable) and returned to CAM Department.
Issue: 02 Page 2-33

Note: Revisions must be distributed to various users as soon as possible but

not to exceed fifteen days after receipt.
A backup system shall be established by CAM Department for the soft copies and
regular backups (not to exceed three months) of the office computer including
manuals & documents shall be done and a register maintained for record.
Other documents as listed above shall be maintained either in soft copies or hard
copies as per need. However, these manuals shall be controlled and kept current.
Uncontrolled manuals shall be kept to a minimum and clearly identified. All personal
copies of manuals not documented but maintained by individuals in their personal
computers shall be treated as uncontrolled. It is the responsibility of individuals to
maintain the data in their personal computers current from the soft copies maintained
in the office computer.
Service bulletins, service letters, service instructions and service information leaflets
applicable to Summit Air’s fleet are received directly from the manufacturer or OEM
web sites. These shall also be emailed to various engineering offices where they
shall be maintained in soft copies.
Where a Mandatory Life Limit is imposed and then should the Type Certificate holder
through a maintenance requirement revision promulgate the requirement, the CAM
Director shall raise an amendment to the Customized Maintenance Schedule.
All airworthiness documentation held in the office shall be available to all staff who
are encouraged to familiarize themselves with the contents.
All maintenance instructions are reviewed periodically (at least once a year) by the
Quality, Engineering & CAM Directors and all amendments so resulting shall be
initiated.
Whenever new airworthiness data or procedures are promulgated consideration

must be taken to incorporate the best practices and principles of human factors.
2.8.2 Work Card / Work Sheet / Task Card
The relevant maintenance data shall be transcribed into work cards / work sheets /
task cards to be used for recording of maintenance task accomplished. These work
cards / sheets shall be prepared (based on CMS, current maintenance manuals &
supplements, SBs, ADs, etc.) for maintenance jobs by the Continuing Airworthiness
Management Department and attached with the applicable MJO and delivered to the
Engineering Department.
For Pre Flight Inspection separate work sheet need not be signed but authorized
signatures in the Aircraft Flight Log shall constitute compliance of the mentioned
inspection.
For Daily Inspection (DI) no MJO shall be issued. It shall be the responsibility of the
authorized certifying personnel on duty to comply with the inspection and sign off on
the DI work sheet along with his signature on the Aircraft Flight Log. The blank DI
sheets shall be printed and kept in bulk at the line / base station offices.
Page 2-34 Issue: 02

After completion of the maintenance tasks the signed worksheets shall be returned
to Continuing Airworthiness Management Department along with the signed MJOs.
For additional maintenance jobs that may arise that require detail work procedures to
be accomplished, Continuing Airworthiness Management Department shall prepare
the relevant work cards based on the maintenance data documents and sent along
with the MJOs to Engineering Department either through email or hard copies.
For maintenance of major ground service equipments not covered under CMS, a
separate maintenance program (based on manufacturer’s instruction if available)
shall be developed by CAM Department in coordination with Engineering
Department and task cards shall be so generated. No MJO shall be issued for such
maintenance as Engineering Department shall be responsible for execution of the
maintenance program.
2.8.3 Review of Maintenance Instructions (Work Card / Work Sheet / Task

Card)
All maintenance instructions are reviewed periodically (at least once a year) by the
Quality, Engineering & CAM Directors and all amendments so resulting shall be
initiated.
Also, any feedback received from technical personnel with regards to discrepancies
or deficiencies in the maintenance instructions shall be incorporated in the
amendments of the maintenance instructions where justifiable. Similarly, other
technical documents or maintenance instructions such as MEL, CMS, etc., shall also
be reviewed at least once a year and amendments raised where necessary.
2.8.4 Control of Customer Supplied Maintenance Data / Instructions
For contracted maintenance (Line & Base) of outside customers or operators, the
procedures are outlined in Section 4.
It is the responsibility of the customer to supply Summit Air with the current
maintenance data / instructions. Should the maintenance data not be current with
those that may be available with Summit Air (for similar aircraft or component), then
the customer may authorize Summit Air to use Summit Air’s maintenance data or
instructions.
Summit Air shall reserve the right not to perform contracted maintenance should the
data / instructions not be current.
Issue: 02 Page 2-35

2.9 Repair Procedures
Summit Air shall carry out all repair on its aircraft following the AMM, EMM, ARM,
WDM, SBs, ADs, or other relevant maintenance documents or data within the
confines of its approved scope of scope IAW NCAR Part 145 approval.
2.9.1 Purpose
To ensure that repairs are carried out in airworthy manner and that all Manufacturers
and Regulatory requirements are met.
It is the responsibility of persons authorized to certify repairs to ensure that the

requirements of this procedure are met.
2.9.3 Procedure
a) Repair means the restoration of an aircraft / component to a serviceable condition

in conformity with an approved standard repair and carried out to approved data.
This includes the AMM, EMM, SRM, WDM, Modifications and Service Bulletins.
b) For schedule repair a MJO shall be issued by CAM Department.
c) The Certifying Engineer shall specify the work to be carried out to complete the
repair including data reference e.g., AMM, EMM, ARM, SBs, etc; the part or
material to be used and function tests upon completion of the repair.
d) Recording of the work shall be done in sufficient detail to allow staging of work,
clear evidence that all requirements have been met and references to the
approved data.
e) A Certificate of Release to Service shall only be issued by an appropriately
authorized person when a repair conforms in all respects to the relevant
approved technical data such as AMM, EMM, etc. from latest revision status and
all materials & parts used have been approved for use in context of the repair
having been obtained from an approved source with appropriate release
documentation.
2.9.4 Repair Documentation
1. Where repair information is not provided in the available maintenance data,

information details on repair of an aircraft shall be sent to the Continuing
Airworthiness Management Department for onward processing to the relevant
manufacturer / supplier or to a relevantly approved AMO.
2. All repair details received by the Continuing Airworthiness Management
Department from the manufacturer are copied to the Engineering Department by
in the form of MJOs and / or added to the aircraft work pack job card.
3. Once the repair is completed, the work package is returned to the Technical
records for file keeping.
Page 2-36 Issue: 02

2.10 Aircraft Maintenance Program Compliance

Cross refer Summit air’s CAME Section 1.2 for additional details.
2.10.1 Contractual Responsibilities for Operators
Part 4 of this exposition specifies about contracted operators to carry out

maintenance support in respect of NCAR.
2.10.2 Maintenance Program
Each aircraft operated for commercial purposes by Summit Air shall be maintained
IAW an approved Aircraft Maintenance Programme which consists of CAAN
approved customized maintenance schedule (CMS) and customized inspection
manual (CIM).
Note: The CIM may be considered to be an extended part of CMS and, hence,
treated as Volume 2 of CMS also)
The company, being a combined operator and NCAR-145 maintenance organization,

CAM Department shall develop a customized maintenance schedule and / or
customized inspection manual appropriate to the aircraft it operates and those
schedules shall be approved by CAAN and maintained in accordance with NCAR.
Responsibility for the administration of those schedules / manuals is that of the CAM
Department with an oversight by Quality Assurance.
The following Customized Maintenance Schedule (CMS) and Customized Inspection

Manual are applicable to Summit Air’s fleet:
1. L410 UVP-E20 CMS (Document Reference CMS-L410)

2. L410 UVP-E20 CIM (Document reference CIM-L410)
2.10.3 Maintenance Program Content
The Customized Maintenance Schedule and Customized Inspection Manual

applicable to the aircraft operated by the company (L410UVP-E20) shall be prepared
and customized based on the manufacturer’s Maintenance Schedule, Inspection
Manual, and/or Chapter 04 & Chapter 05 of the AMM, EMM, POH and their
supplements, Service Bulletins, Airworthiness Directives, etc. and incorporating the
contents as mentioned in MOE Section 6.2.
In addition to the above further additional CAAN maintenance requirements specified

in NCAR, Airworthiness Notices and Standard Maintenance Practices shall be
incorporated in the CMS and/or CIM where these are not previously specified in the
Type Certificate holder’s recommendations. Also human factors and principles shall
be taken into consideration.
Note: Summit Air’s CAME Section 1.2 provides complete details on the inputs into
the development of CMS and CIM.
Issue: 02 Page 2-37

2.10.4 Compliance / Implementation
Implementation of the Maintenance Program (CMS & CIM) and other maintenance
tasks are carried out by the Engineering Department in association of the CAM
Department for Summit Air fleet of aircraft.
2.10.5 Maintenance Program variations
The maintenance program variations are provided in the approved CMS & CIM. Any
scheduled maintenance or tasks must be performed within the specified interval.
Should any extension or variation be required, approval must be obtained from the
Quality Manager. The Quality Director may only approve variations to the
maintenance program(s) within the limits specified in CMS & CIM.
Any requests for variations to the CMS & CIM outside the limitations shall be
submitted by the Engineering Director and/or CAM Director to Quality Director
(following consultation, and agreement) for forwarding to CAAN for approval with
necessary supporting documents. Such supporting documents may be OEM NTO,
SBs, etc.
Note:
1. These variations shall only be sought in very exceptional circumstances.
2. Variation approval procedure is detailed in CAME Section 1.2.4 and must be
followed.
2.10.6 Corrosion Prevention and Control Programme (CPCP) Reporting
L410 UVP-E20 does not have a separate CPCP programme but these are
incorporated into the OEM’s Maintenance Schedule and/or Inspection Manual which
are addressed in the periodic maintenance check tasks as listed in the CMS & CIM.
The CPCP programme, levels of corrosion and the reporting procedures are
addressed in detail in MOE Section 2.24.4.
2.10.7 Structural Safety Inspection (SSI) Reporting
L410 UVP-E20 does not have a separate SSI programme but these are incorporated
into the OEM’s Maintenance Schedule and/or Inspection Manual which are
addressed in the periodic maintenance check tasks as listed in the CMS & CIM.
2.10.8 Reliability Reporting
Reliability monitoring is currently undertaken on a voluntary basis by CAM

Department on Summit Air’s L410 UVP-E20 aircraft as they are not a MSG3 aircraft
and also a majority of the components including all significant system components
and major components are hard time controlled.
Note: Refer to CAME Section 1.10 for details of the program administered by CAM
Department.
Page 2-38 Issue: 02

All maintenance data including failure of components are documented in the AFL or
task cards which are sent to the CAM Department. Technical log sheets are
monitored for defects on receipt by the CAM Department. The CAM Department
analyzes the data and issues a report on a three-monthly basis. This report will then
be analyzed through review meetings among Engineering director, QA Director and
CAM Manager.
Defects are addressed IAW procedures laid down in MOE section 2.15.
2.10.9 Maintenance Preparation
2.10.9.1 Aircraft Pre-Input Meetings
2.10.9.1.1 Purpose
To arrange and hold Pre-Input Meetings (where necessary) prior to aircraft base
maintenance input to facilitate discussion of all factors & resources and identify
responsibilities relating to the aircraft input.
It is the responsibility of the CAM Director, to inform the Engineering Director when
an aircraft input is due and raise all the necessary documentation for discussion
and/or implementation by Engineering Department.
It is the responsibility of the Engineering Director through the Production Planning

Incharge to arrange an aircraft Pre-Input meeting (if necessary) prior to an aircraft
input.
2.10.9.1.2 Procedure
At least two weeks (where possible) prior to the scheduled base maintenance input,
hold a pre-input meeting. As a minimum the pre-input meeting agenda shall cover:
 All work specification & scope of work are IAW with the received MJO / work
order for aircraft and/or equipment
 Availability & sufficiency of all accompanied documents (task cards / job
cards, etc.) mentioned in the MJO listing
 Preparation for availability of all resources (including facilities, materials,
manpower, tooling, etc)
 Availability of all current maintenance data or instructions for job execution
 Allocation of manpower
Discrepancy or deficiency in any of the above shall be informed to the CAM

Department for timely corrective actions. Minutes of meeting should be recorded
along with individual’s responsibilities.
2.11 Airworthiness Directive / Service Bulletin Procedures

Also refer to Summit Air’s CAME Section 6.4
2.11.1 Airworthiness Directive Accomplishment
Issue: 02 Page 2-39

The organization shall hold the following documents where applicable (Also refer
MOE Section 6.4 for details)
a) CAAN Airworthiness Directives or circulars
b) FAA Airworthiness Directives (where applicable). These can be viewed on the
Internet www.av-info.faa.gov.
c) EASA European Airworthiness Directives (where applicable). These can be
viewed on the internet www.easa.eu.int.
d) Transport of Canada Airworthiness Directives (where applicable). These can be
viewed on the internet www.tc.gc.ca.
e) Czech Republic CAA Airworthiness Directives (where applicable): These can be
viewed on the internet www.caa.cz
Notification of an Airworthiness Directive is dependent on the urgency of the

situation. Urgent situations are notified by the manufacturer / relevant Airworthiness
Authority using email with initial accomplishment instructions, followed by a
Mandatory Service Bulletin. A Mandatory Service Bulletin with an accomplishment
end date notifies less urgent situations.
On receipt of an Airworthiness Directive CAM Director assesses the content using

Service Bulletin / Airworthiness Directive Assessment Form. It shall then be
forwarded to the Engineering Department for its compliance through an MJO.
As a minimum, the ADs /SBs assessment shall cover:
 Applicability to Summit Air’s aircraft or equipment

 Nature of the document (informative, mandatory, optional, urgent, etc.)
 Impact on Flight Operations
Note: For ADs/SBs having Flight Operations impact, the Operations Department
shall also be informed with regards to the nature of the document and their
concurrence obtained for their incorporation.
Should the AD be immediate, MJO is raised and the appropriate aircraft(s) located
and, dependent on the nature of the work required and the time/hours/landings limit
remaining, the aircraft is returned to base or nearest approved facility for the work to
be carried out.
If the AD has a period of time/hours/landings specified for completion, then if

practicable, Continuing Airworthiness Management Department shall raise a MJO for
incorporation during planned maintenance. If not practicable, then the work shall be
scheduled during aircraft down time, or the aircraft withdrawn from service for the
period of accomplishment.
2.11.2 Records of AD Compliance.
All Airworthiness Directive accomplishment is recorded in the Aircraft Technical Log

and transferred to aircraft/ engine/ propeller logbook as appropriate in addition to the
aircraft modification record (if applicable).
All additional work sheets upon completion and certification are filed with the latest
aircraft routine work-pack.
Page 2-40 Issue: 02

2.11.3 Repetitive Inspections.
Where an Airworthiness Directive has a repetitive content then the frequency of the
task is added to the CMS and/or CIM.
These repetitive tasks are raised on work cards, and where possible aligned with
routine maintenance. Where this is not possible then the task shall be included in the
maintenance statement issued at the completion of scheduled maintenance, which
specifies the out of phase inspections due before the next scheduled maintenance.
All completed repetitive inspections are recorded in the aircraft log book.
2.11.4 AD Compliance Monitoring
In addition to the statement made to the CAA at the time of Certificate of

Airworthiness renewal, the ADs held by the organization in respect of its fleet aircraft
are checked against the documents listed above at six monthly intervals.
2.11.5 Service Bulletin Accomplishment
The organization shall hold Service Bulletins in soft copies issued by the aircraft
manufacturer and the engine manufacturer.
On receipt of a Service Bulletin CAM Director assesses the content using Service
Bulletin Assessment Form. It shall then be forwarded to the Engineering Department
for its compliance through an MJO.
As a minimum, the ADs /SBs assessment shall cover:
 Applicability to Summit Air’s aircraft or equipment
 Nature of the document (informative, mandatory, optional, urgent, etc.)
 Impact on Flight Operations
Note: For ADs/SBs having Flight Operations impact, the Operations Department
shall also be informed with regards to the nature of the document and their
concurrence obtained for their incorporation.
Should the SB be mandatory and compliance immediate, MJO is raised and the
appropriate aircraft(s) located and, dependent on the nature of the work required and
the time/hours/landings limit remaining, the aircraft is returned to base or nearest
facility for the work to be carried out.
If the SB has a period of time/hours/landings specified for completion, then if

practicable, Continuing Airworthiness Management Department shall raise a MJO for
incorporation during planned maintenance. If not practicable, then the work shall be
scheduled during aircraft down time, or the aircraft withdrawn from service for the
period of accomplishment but not to exceed the compliance time limit.
If the SB is optional then a review meeting shall be arranged by the CAM Director in
coordination with the Quality Assurance and the Engineering Director. The cost
benefit and the safety aspects associated with the incorporation of the SB shall be
analyzed and a decision arrived accordingly.
Issue: 02 Page 2-41

2.11.6 Records of SB Accomplishment
All SB accomplishment is recorded in the Aircraft Technical Log and transferred to

aircraft/ engine/ propeller logbook as appropriate in addition to the aircraft
modification record (if applicable).
All additional work sheets upon completion and certification are filed with the latest
aircraft routine work-pack
2.11.7 Repetitive Inspections.
Where a SB has a repetitive inspection content then the frequency of the task is
added to the CMS and/or CIM.
These repetitive tasks are raised on work cards, and where possible aligned with
routine maintenance. Where this is not possible then the task shall be included in the
maintenance statement issued at the completion of scheduled maintenance, which
specifies the out of phase inspections due before the next scheduled maintenance.
All completed repetitive inspections are recorded in the aircraft log book.
2.11.8 SB Compliance Monitoring
In addition to the statement made to the CAAN at the time of Certificate of

Airworthiness renewal, the SBs held by the organization in respect of their fleet
aircraft are checked against the documents listed above at six monthly intervals.
2.12 Optional Modification Procedures

Cross refer Summit Air’s CAME Section 1.6 also for more details.
2.12.1 Policy
Modifications to the basic design of an aircraft and associated equipment are

sometimes necessary to ensure continued airworthiness or improved reliability.
These following paragraphs detail the procedures for carrying out modifications to
the company fleet of aircraft.
The following lists possible reasons for modification action:
a) Service Bulletin accomplishment.

b) Operational requirement for additional equipment. This may also be a Mandatory
Regulatory requirement.
c) Equipment upgrade.
d) Configuration change.
e) Embodiment of STCs
f) Regulatory requirements
Modification action may also result from the continuous monitoring of Airworthiness
Information supplied by the Regulatory Authorities, such as the Airworthiness
Notices from the Civil Aviation Authority, which contain Notices of a Mandatory
nature.
Page 2-42 Issue: 02

2.12.2 Modification Assessment.
These Notices and others, along with manufacturers Service Bulletins and any
optional modifications proposed, are assessed by the CAM Director with notification
to Engineering Director and/or Quality Assurance for necessary action, with
consultation with Flight Operations for any flight crew issues. Once a modification is
approved the accomplishment time and the period that the work shall be carried out
is assessed. An Engineering Order shall then be issued by Continuing Airworthiness
Management Department for accomplishment of the job.
2.12.3 Modification submission and approval.
All modifications originated by the organization are recorded in the Aircraft Log Book
held in Technical Records of CAM Department.
A Modification record records the organization modification number, registration

and/or type number of aircraft or equipment to which it is applicable, brief description
of modification, modification classification and the approval reference from CAAN
where applicable. All local modifications are required to be approved by CAAN.
2.12.4 Modification Content & Procedure
All modifications must be made in accordance with approved data. In case of a

modification to cover the introduction of a SB then the content of the SB shall be
acceptable and deemed approved.
Once a modification requirement is evaluated by the Maintenance Planning of CAM

Department, it shall plan all spares, documents including diagrams, tools, equipment
and manpower needed to carry out the modification. The tentative period for the
modification to be incorporated shall be determined along with the downtime of the
aircraft. For optional modifications, approval from the Quality Director shall be
needed. An Engineering Order (along with all necessary documents shall then be
issued to the Engineering Department.
All modifications must be made by Engineering Department in accordance with

approved data or drawings. In the case of a modification raised to cover the
introduction of a Service Bulletin, then the content of the Service Bulletin shall be
acceptable and deemed approved.
Note:
1. For modifications (optional or mandatory) that fall outside the capability and
scope of approval as outlined in the MOE Section 1.8 & 1.9 and CAAN Part 145
AMO Certificate of Approval, Summit Air shall contract the work to the OEM or
another Part 145 approved organization appropriately authorized to carry out the
work. Alternately, Summit Air may carry out the job after obtaining the necessary
manpower resources and tools & equipment from another Part 145 organization
and obtaining necessary approval from CAAN.
Issue and control of all drawings shall be done by Maintenance Planning and it is the
responsibility of the certifying engineer to satisfy himself that the drawings in use are
of the latest issue. CAAN must be informed of any major change to the modification.
Issue: 02 Page 2-43
On completion of a modification the certified work is entered in the AFL / TLP and
the work package is returned to Continuing Airworthiness Management Department,
where the modification is recorded in the appropriate aircraft logbook. Maintenance
Planning Incharge is also responsible for ensuring that the following documents are
amended: (as applicable)
a) Weight and Balance.

b) Maintenance Schedule.
c) Maintenance Manual. (Including Wiring Manuals)
d) Flight Manual/ Operations Manuals.
e) Minimum Equipment List
2.12.5 Component Modification Procedure
Where a modification requirement (mandatory or optional) applies to aircraft

component equipment, propellers or engines, the following procedures (in addition to
the above) must be adhered to in order to avoid the inadvertent fitting of an
unmodified component after the compliance date:
a) Continuing Airworthiness Management Department shall identify all items held as

spares (in coordination with Material Planning) to which a Mandatory
Airworthiness requirement is applicable.
b) Continuing Airworthiness Management Department shall notify Material Planning
to place in quarantine any item that has less than one month to compliance date.
Any item with more than one month to compliance date shall have a label
attached stating that the component must not be fitted beyond the compliance
date annotated. At the annotated compliance date the component shall be placed
in quarantine.
c) If the component is fitted before the compliance date, Continuing Airworthiness
Management Department is responsible for issuance of MJO for removal of the
component prior to the compliance date.
d) Affected components shall be sent by Material Planning to either the company’s
workshop (if within the approved capability list as per Section 1.8 & 1.9) or to an
outside Part 145 approved AMO or OEM for necessary incorporation of the
modification.
e) The Material Planning must also ensure that it notifies outside repair
organizations to inspect/modify any components held by them for repair/overhaul,
and that the Purchase Order for any new or replacement components specify the
modification standard required.
2.13 Maintenance Documentation in Use & Completion

2.13.1 Introduction
The documentation used by the Company to specify and record work performed in
respect of Maintenance/Overhaul applies to the following areas of activity:
1. Documentation used in aircraft base activity

2. Documentation used in line activity.
Page 2-44 Issue: 02

For Base Maintenance, the documentation primarily is presented as a work pack

consisting of the planned Customized Maintenance Schedule Routine Work Cards
and Additional Work Cards for known maintenance requirements. This Work Pack
may be augmented during the progress of Base Maintenance by raising of additional
defect recording work cards that may arise in the course of inspection or defect
rectification. For additional defects raised during base maintenance an Additional
Worksheet shall be used.
As a minimum, the standard work pack for scheduled base maintenance shall have:
 Work package contents (List of documents in work package)

 All MJOs for inspection cards
 List of Inspection Cards / checks along with sign off sheets
 Two copies of blank CRS form
 Completed Maintenance Statement (forecast till next check)
 Staff Allocation Sheet
 Maintenance requirement Form
 Maintenance Worksheet
 Blank Additional worksheet
 Additional Consumables & lubrication used sheets
2.13.2 Purpose
This procedure is to identify the primary maintenance documentation in use and

general requirements for completion. The procedure also identifies the main
responsibility areas. Specific requirements to the control, use and compilation of
particular documents are contained under other referenced procedures applicable to
the user area.
1. It is the responsibility of all Technicians, Inspectors and certifying persons to

ensure that work is completely and accurately recorded and that all parts of the
documentation are fully completed to allow the record and certification to be
inviolable against the Company and Airworthiness requirements.
2. It is the responsibility of all certifying staff to affect the required controls and
security of documents and continuously monitor the satisfactory completion.
3. It is the responsibility of all users to ensure the correct revision and issue status
of documents used.
4. It is the responsibility of the Quality Assurance to ensure adequate and effective
monitoring and auditing of the implementation of this and other related
documentation procedures.
5. It is the responsibility of all users to raise requests or recommendations for
revision of a document where considered to be inaccurate for a particular
purpose.
6. It is the responsibility of appropriate person in charge, to analyze the correctness,
completeness of work packs.
7. It is the responsibility of Maintenance Planning Incharge to verify and maintain
the Routine Work Cards issued to production units, and to verify the
completeness of maintenance instructions to the effect that the Maintenance
Program is complied with to the extent that certification can be made
Issue: 02 Page 2-45

8. It is the responsibility of the Technical Records to provide accurate and timely

maintenance data call-out and provide accurate assembly, security and storage
of completed maintenance documentation.
2.13.4 Procedures
2.13.4.1 Scheduled Maintenance
The work pack for Scheduled Maintenance is issued as a manually compiled Routine
Work Cards based on CMS and/or CIM by Continuing Airworthiness Management
Department.
All elements of the work pack shall be accounted for and controlled by MJO being
recorded on a MJO register, continuously updated by the Maintenance Planning.
As defects arising from inspection to Routine Work Cards, details of the defect or
requirements are raised on Additional Worksheet and/or the Aircraft Technical Log
by the Certifying Engineer.
2.13.4.2 Routine Inspection cards and work packages for scheduled

maintenance tasks.
Work cards are compiled by extracting the maintenance and inspection requirements
from the approved Customized Maintenance Schedule. The routine work card data is
held by Technical Records, and the Continuing Airworthiness Management
Department produces the relevant work-pack for a given scheduled maintenance
input.
The card carries the following data:

a) Aircraft registration
b) Work card number
c) Date
d) Check period
e) CMS reference
f) AMM / EMM reference
g) Work task(s)
h) Certificate of Release to Service
2.13.5 Maintenance Job Order (MJO).
A MJO is generated by Maintenance Planning of Continuing Airworthiness

Management Department for all scheduled maintenance as well as component
changes to be carried on aircraft. It shall include all relevant information such as
component change, tasks to be accomplished, manpower estimates, etc. This MJO
shall also specify the reason for removal of component if any.
The MJO shall have a unique tracking number which shall be issued and controlled
by Maintenance Planning of Continuing Airworthiness Management Department.
Should a MJO be issued without a tracking number, then the tracking number may
be sent by email by Maintenance Planning. Soft copies of MJOs may be sent by
email or hard copies through courier depending on the convenience or necessity by
Page 2-46 Issue: 02

Maintenance Planning. In all cases a record shall be maintained in computer or hard

copy by Maintenance Planning of all MJOs issued.
The certifying engineer shall enter details of the task accomplished along with
component change details. Where an unscheduled component change takes place
during a maintenance input, the certifying engineer shall enter the details of the
removed/fitted component, along with the reason for removal. No MJO shall be
issued for unscheduled component changes in the course of defect rectification.
2.13.6 Non-routine worksheets
All defects arising during line/base maintenance are raised on Aircraft Technical Log
and/or an Additional Worksheet if needed. These additional worksheets (if used) are
completed and filed with the appropriate routine work-pack.
2.13.7 Non-Routine Work Cards
Raised on Base Maintenance Checks for each defect arising, these Work Cards are
serialized and raised as required by certifying person or Inspectors during inspection.
When used the Work Card serial number shall be entered on AFL. The following
information, as applicable, is to be recorded on the card by the Inspector:
a) Full details of Work

b) Full details of work performed.
c) Part Numbers of materials used.
d) References to the approved technical data (AMM, EMM, IPC, SRM Repair
Scheme Numbers etc.).
e) Work Order Number.
f) Inspection reference Number.
g) Aircraft Registration
h) Record of any dimensions/test figures achieved.
i) Serial Numbers On and Off of any components removed/fitted/changed.
j) Cross reference to any related Work Cards or worksheets.
k) Certification Signature, License Numbers and Date.
2.13.8 Service bulletins and special inspections
The Maintenance Planning of Continuing Airworthiness Management Department

produces MJO for any service bulletins or special inspections that may fall due
concurrently with a routine maintenance input.
2.13.9 Recording of test results
Where it is required to record test results e.g. engine runs, flight tests etc. then the
appropriate test forms are issued with the MJO and filed accordingly on completion.
2.13.10 Filing and retention of records.
On completion, all documents relating to the appropriate task are filed under the
allocated file reference.
Issue: 02 Page 2-47

All aircraft files are held in technical records for a period as defined in CAME Section
1.3.
2.13.11 Control and use of customer supplied work card/worksheets for third
party
Not Applicable: Summit Air does not undertake work for third parties except for
items under its workshop capability. For such items Summit Air worksheets shall be
used and CAAN Form 1 shall be issued. Records of these shall be maintained by
respective shops.
2.13.12 Line activity / maintenance procedures.
Cross refer MOE Section L2 for line activity procedures.
2.14 Technical Records Control
Cross-refer Summit Air’s CAME Section 1.3 also for more details.
The Technical Records of the organization is part of the Continuing Airworthiness

Management Department under the direct control of the Maintenance Planning
Incharge and overall control of CAM Director. It is the responsibility of the technical
records administrator to maintain accurate component records; aircraft, propeller and
engine log books and modification records.
2.14.1 Component control
Component control is by a computerized/Manual Cardex system. Each rotable / lifed

item installed on the aircraft is entered onto the computer/cardex by description, part
number and serial number and controlled by tracking the airframe hours and/or
landings at which the component task/lifed item is due. An item may also be
controlled by calendar time, in which case this becomes the controlling factor.
The following action and reports are available from the computer/cardex readout:
a) Control and track the removal of rotable parts/lifed items from an aircraft.
b) Updates with actual times, rotable parts/lifed items.
c) Generates a hard copy of all rotable parts/lifed items.
d) Provides a projection of rotable parts/lifed items using the criteria of 5 hours of
aircraft flying or 10 cycles per day.
2.14.2 Control of data entries
2.14.2.1 Aircraft Technical Log / Aircraft Flight Log sheets (TLP /

AFL):
The AFL contains four colored copies of each page.
Page 2-48 Issue: 02

First Copy (Original) Colored WHITE This sheet to Technical Records

Second Copy: Colored GREEN This sheet is held at the station of
departure or base, i.e., at station of
Captain’s aircraft acceptance
Third Copy: Colored YELLOW This sheet to Operations Dept.
Fourth Copy Colored PINK This sheet to remain with the AFL /
TLP book.
It is the responsibility of the person (either aircraft engineer or pilot) carrying out the
Preflight Inspection to ensure that the Technical Log is completed and all documents
as listed under are in place and valid. However final responsibility lies with the pilot
when accepting the aircraft for service.
All log sheets are removed at base or line stations during maintenance inspections,
and completed AFL are to be forwarded to Technical Records at Kathmandu.
Note: For complete details on AFL and its handling, refer to Summit Air’s CAME
Section 1.1.
2.14.3 Logbook procedures
Note: For more details refer to Summit Air’s CAME Section 1.3 also for retention &
preservation of records.
The following logbooks are maintained by Technical Records of CAM Department:
a) Aircraft log book.

b) Engine logbook.
c) Propeller logbook.
All entries from the AFL shall be transferred within 72 hours after the occurrence to
which they relate. However, occasional circumstances (weather conditions, national
holidays, etc.) may not permit delivery of log pages in time. In such cases the entries
shall be transferred within 24 hours after receipt of the log pages. The logbooks shall
have columns / rows for entry which are self-explanatory.
Details to be recorded in the aircraft/engine/propeller log book (as appropriate) are

as follows:
a) Date, number and duration of flights.

b) Total aircraft/engine/propeller hours.
c) Details of all work carried out, or reference to worksheets or AFL appropriate to
the work to be recorded.
d) Engine or Propeller change.
Note: These changes must also be entered in the aircraft log book
e) Modifications.
f) Compass swing deviations.
Issue: 02 Page 2-49

Modification
In addition to the above entries in the logbooks all Mandatory inspections,

modifications Service Bulletins & ADs compliance are recorded in the logbooks.
Optional modifications and Service Bulletins are also entered.
2.14.4 Retention and storage of aircraft documentation
Note: Also cross-refer Summit Air’s CAME Section 1.3 for Record Retention
Requirements and the mandatory periods of retention.
Technical records are classified into four retention categories:
2.14.4.1 Continuous Records
They are defined as those records that are continually updated. Such records reflect
current operations at any point in time.
The following records are defined as continuous records:
 Aircraft Flight/Technical Log

 TTSN, TCSN, TSO, CSO etc
 Airframe logbook
 Engine logbook
 Propeller logbook
 Component history cards
 Inspection/Check history cards (including AD/SB/other as applicable)
2.14.4.2 Routine or Repetitive Records
Records of work repeated at specific intervals are defined as routine or repetitive

records:
 Signed PDI, DI/Service Check sheet

 Signed Work Package, Check sheets,
 Signed Routine/Non-routine check cards,
 MOR Reports or Verbal Reports:
2.14.4.3 Permanent Records
They are defined as those that include permanent changes to the configuration of
and aircraft, engine, component, or appliance. Such records are retained
permanently or until one year after the aircraft or component has been permanently
withdrawn from service.
When an aircraft, engine, component, or appliance is sold or returned to a lessor,

permanent records are also transferred to the new owner.
The following records are defined as permanent:
Page 2-50 Issue: 02

 TLP/AFL (white pages)

 All aircraft, engine or propeller Logbooks
 Signed AD/SB/MOD compliance task cards
 Rotable Component details / history including release notes and repair/ overhaul
reports
Data maintained only as soft copies in computers shall be backed up in a hard disk
drive on a regular basis.
2.14.5 Lost or destroyed records.
In the event of the loss or destruction of individual hard copy records, a large
percentage of, if not all, data can be recovered by reference to either computer
records or parallel hard copy records retained for the particular aircraft.
Due to the disposition of completed aircraft documentation, the probability of the loss
of all data is extremely remote.
2.15 Rectification of Defects Arising During Maintenance (Base /

Line)
2.15.1 Defect Classification
Line Maintenance is any maintenance that is carried out before flight to ensure that
the aircraft is fit for the intended flight. It includes:
 Trouble shooting including defect rectification
 Component replacement with use of external test equipment if required.
Component replacement may include components such as engines and
propellers.
 Scheduled maintenance and/or checks including visual inspections that will
detect obvious unsatisfactory conditions/discrepancies but do not require
extensive in depth inspection. It may also include internal structure, systems
and powerplant items which are visible through quick opening
 access panels/doors.
 Minor repairs, modifications, compliance of Ads, SBs, etc. which do not
require extensive disassembly and can be accomplished by simple means.
Maintenance tasks falling outside the above criteria are considered to be Base
Maintenance.
Defects may be classified as:
Minor Defects: Malfunction of components that do not cause the system to fail.
These defects may be corrected by replacement of components or lubrication of the
system. Correction may also include minor adjustments, functional test and minor
repair.
Major Defects: Major defects shall include defects that require dismantling or
reassembly of component or equipment or un-schedule change of major
Issue: 02 Page 2-51

components such as landing gears, FCU, etc. Non-schedule HSI shall also be
classified as major defect.
Repetitive Defects: A defect is repetitive if a defect or related symptom occurs on

more than three occasions during a seven day or 30 flying hour period on the same
aircraft. Such defects shall be analyzed for further action which may include
improved troubleshooting or correction of malpractices in maintenance. Also refer
MOE Section 6.8.5 for control & monitoring of repetitive defects.
Note: All defects and also repetitive defects shall be reviewed at a periodic
interval not to exceed three months by CAM Department & Engineering
Department.
2.15.2 Procedures for rectification of defects arising during base

maintenance
NCAR-145 requires that all scheduled maintenance including defects as specified

above shall be completed / rectified prior to the aircraft being released to service
following base/line maintenance.
All defects arising during maintenance shall be recorded either in the AFL or onto an
additional worksheet which shall be serialized and shall be included with the
maintenance work-pack. These shall then be processed at the completion of
maintenance and filed with the work-pack.
At each base maintenance all defects shall be cleared as far as possible. In the
event that a defect, that does not in any way reduce the operational requirements &
safety of the aircraft, lies in part of the aircraft or its equipment that must wait for
spare parts or a better opportunity for rectification or non-clarity in the rectification
process, it may be deferred by raising it in Deferred Defect Form. It shall then be
transferred in the ADD logbook. The authorized certifying engineer must sign each
entry.
For defects that cannot be rectified on field information shall be provided to the
Maintenance Planning by the Production Planning. The Maintenance Planning then
shall analyze the defect in consultation with the Quality Director and if unable to
come up with a rectification process shall seek (through email) the help of the OEM
manufacturer or CAAN or other organizations that maybe operating a similar aircraft
or equipment. Once corrective procedure is available the same shall be intimidated
to the Production Planning or AMEs as the need may be. Once the defect is rectified
this information shall be relayed to the organization supplying the corrective
procedure.
Note: For third party equipment maintained by Summit Air this process shall be
coordinated with the third party by the Maintenance Planning of CAM Department.
An aircraft may be released from base with a deferred defect (refer Section 2.16.1
for procedural details). Such deferred defects shall be entered in the CRS and AFL
before release of aircraft. They shall also be communicated to the Maintenance
Planning & Quality Assurance by the duty engineer. All deferred defects shall be
Page 2-52 Issue: 02

recorded & monitored by Maintenance Planning and appropriate steps taken for their
rectification.
Note: For additional procedural details for handling of deferred defects refer to
Section 2.24.7 and 2.24.10
On completion of a maintenance input the Maintenance Planning in coordination with

the Production Planning and Quality Assurance shall determine the period that the
incomplete maintenance or outstanding defects may be deferred. If the defect
involves a component that is lifed, then the Quality Assurance may consider granting
a variation within the allowable limits in the CMS and/or CIM. If the defect affects the
Minimum Equipment List, then any deferment is restricted by the requirements of
that document.
Should an aircraft be released with an ADD after a base maintenance check, the
authorized AMTL issuing the CRS shall consider completeness of all other
maintenance data and assess the hazardous conditions that may arise out of
operation, and the airworthiness of the aircraft with regards safety operation due to
the deferred defect. Also the certifying AMTL should assess the aircraft for
completeness of other maintenance tasks before issuing a CRS.
The analysis of defects and rectification is under taken by the Reliability Board
(Engineering Director, Quality Director, and CAM Director) at their meeting and shall
also review reliability, human factors and any maintenance program implications.
2.16 Release to Service Procedures

2.16.1 Certificate of Release to Service
A Certificate of Release to Service must be issued after any maintenance is carried

out on the aircraft before release of aircraft for flight. Similarly, a Certificate of
Release to Service must be issued after any maintenance is carried out on any
component (maintained off the aircraft) before being certified serviceable for fitment
onto aircraft.
A Certificate of Release to Service (CRS) shall be issued following scheduled Base

or Line maintenance carried out in accordance with the appropriately approved
customized maintenance schedule by certifying staff holding the appropriate
authorization.
Note: For certifying staff authorization, qualifications & experience requirements refer
to MOE Section 3.4.2.
CRS shall normally be issued in the following conditions:
CRS after Base / Major Maintenance / Periodic Maintenance: After base / major
maintenance a CRS shall be issued by a duly authorized person which shall remain
valid till next scheduled base maintenance check. The duly authorized certifying staff
shall issue the CRS after consultation & coordination with the support staff to ensure
all allocated work to individuals have been completed and documented.
Issue: 02 Page 2-53

Support staff are those certifying staff involved in base maintenance except the one
issuing the CRS. During major maintenance or checks where multiple certifying
personnel are required due to the volume of work the Engineering Director or his
designate shall allocate the person issuing the CRS and the support staff required
and also the work area designated. Allocation of staff and corresponding work areas
for this purpose during major maintenance or checks shall be documented.
CRS after Line Maintenance: After line maintenance a CRS (which is part of AFL)
shall be issued by a duly authorized person. Such authorized certifying staff shall
issue certificate of release to service following minor scheduled and line
maintenance and simple defect rectification. It shall also include daily and pre
departure inspections.
Signature of authorized personnel in the CRS block of the AFL shall be deemed to
be in compliance of this requirement.
CRS after component repair / overhaul / servicing: A component which has been
maintained off the aircraft shall require a certificate of release to service after such
maintenance. CAAN Form 1 or equivalent shall constitute as being the certificate of
release to service for components maintained for outside parties as well as for in
house components. Another certificate of release to service shall be issued once the
component is installed properly on the aircraft. The aircraft installation entry in the
Aircraft Flight Log shall constitute the certificate of release to service after aircraft
installation.
CRS after other maintenance works: A Certificate of Release to Service shall also
be issued following any non-routine or additional inspection, overhaul, repair,
replacement or modification carried out on any part of an aircraft, or its equipment.
Each work-card, AFL sheet etc. specifying any such work shall be certified by
certifying staff holding the appropriate authorization. For this entry in the AFL will be
considered as being complied with.
CRS Issue with deferred defect: In the event that a defect, that does not in any
way reduce the operational requirements of the aircraft, lies in part of the aircraft or
its equipment that must wait for spare parts or a better opportunity for rectification
due to time constraints, a CRS may be issued with the deferred defect. However, the
issued CRS shall have a statement indicating the deferred defect and the reasons
for deferral.
Should an aircraft be released with a deferred defect after a check, the authorized
certifying engineer issuing the CRS shall consider completeness of all other
maintenance data and assess the hazardous conditions that may “hazard seriously
the flight safety”, and the airworthiness of the aircraft.
“Hazard seriously the flight safety” means any instances where safe operation
could not be assured or which could lead to an unsafe condition. It typically
includes, but is not limited to, significant cracking, deformation, corrosion or
failure of primary structure, any evidence of burning, electrical arcing,
significant hydraulic fluid or fuel leakage and any emergency system or total
system failure. An airworthiness directive overdue for compliance is also
considered a hazard to flight safety
Page 2-54 Issue: 02

Also the certifying person should assess the aircraft for completeness of
maintenance before issuing a CRS. When a CRS is issued with a deferred defect, all
necessary information shall be dissipated to all pilots through Operations
Department and also to all certifying personnel through the Engineering Department.
Before issuing a CRS the authorized certifying personnel shall ensure the following:
 MOE procedures with regards to maintenance works have been complied with
 Maintenance Data used is current
 All deferred items have been cleared as far as possible
 Any items that have been deferred do not “hazard seriously the flight safety”
have been entered in the CRS.
Certifying staff shall sign (with date) and apply their authorization number stamp to
each Certificate of Release to Service. In the case of the AFL with its multiple pages,
certifying staff may alternatively sign (with date) and print their authorization number,
ensuring that this has been copied to all pages.
A Certificate of Release to Service shall not be issued if all the stated scheduled
maintenance work is not completed. The exceptions are:
 If the outstanding work is an out of phase item that is still within its time scale.
 A defect that can be deferred IAW the MEL.
 A defect can be deferred as per MOE 2.15 (Deferred Defects)
The Certificate of Release to Service shall comprise the following statement:
Certifies that the work specified except as otherwise specified was carried out in
accordance with NCAR Part 145 and in respect to that work, the aircraft/aircraft
component is considered ready for release to service.
2.16.2 Maintenance Statement
A Maintenance Statement shall be issued along with CRS being issued after base
maintenance or major check and shall remain on board the aircraft along with the
CRS.
The Maintenance Statement shall contain details of any component or out of phase
inspections that shall fall due during the period till next periodic check when another
CRS form needs to be issued. These details shall be provided by Maintenance
Planning to Engineering Department along with the MJO for the scheduled
maintenance checks.
The authorized certifying personnel shall refer to Maintenance Statement during line
/ base maintenance for information on any maintenance inspection / component due
till the time of issuance of the next CRS as an aid to ensure the CRS remains valid at
all times during release of aircraft.
Issue: 02 Page 2-55

2.16.3 CAAN Form One
A Certificate of Release to Service (CAAN Form 1 or equivalent) shall be raised and

issued on the completion of any overhaul / repair / modification carried out to a
component in the organization’s workshops irrespective of the component belonging
to the customer or in-house. All worksheet shall be signed, recorded and retained in
the workshop and a CAAN Form 1 or equivalent shall be issued by the authorized
certifying person.
A central record of Form 1’s issued is kept in Technical Records. Form 1 (three
copies) shall be generated through the computer’s soft copy. One copy shall be
retained by the shop; one copy shall be delivered to the Technical Records; and the
third copy shall move with the component.
Note: All serviceable components (except consumables) must be accompanied

by a proper Certificate of Release to Service document (Form 1 or equivalent)
before induction into stores or dispatch to outside customers.
2.16.4 Summit Air Pilot Authorization
Pilots employed by the organization holding a CPL or ATPL License shall be

authorized I.A.W. Part 145 AMC 30(J)(4) to certify Transit and Preflight Inspection.
Transit or preflight inspection shall form a part of the initial ground class for the pilots.
The pilots shall be refreshed on this on an annual basis.
A pilot may also be authorized to carry out a duplicate inspection at out stations
where a second authorized AMTL is not available. However, in such cases a second
inspection shall be done at the first available opportunity at a station where
authorized AMTL is available.
Note:
 No separate authorization shall be issued to the pilot by the QA for the above
jobs.
 Only pilots holding P1 licence shall be authorized to certify transit or pre flight
inspections or duplicate inspections.
2.16.5 Re–release of components removed serviceable from aircraft
A component that has been removed serviceable from an aircraft can be used by
using the procedure laid out in MOE Part 2.2.7 and 2.24.6.
2.16.6 Single Event / One Off Authorization
The procedure for grant of one off authorization is provided in MOE Section 3.4.2
Page 2-56 Issue: 02

2.17 Record for Operator
Any operator’s aircraft maintained and supported by Summit Air are specified in
Section 4 of this exposition.
Note:
1. Currently Summit Air’s Engineering Department (Part 145) does not
carry out any contracted maintenance on other operator’s aircraft.
However, Summit Air may provide individual manpower (including
certifying personnel) to other operator’s based on existing
Memorandum of Understanding and/or request. Such manpower shall
be performing under the other operators Part 145 and/or QA system.
2. Summit Air provides components’ servicing, repair & overhaul services
in its workshops to other operator’s components on a “labour &
material basis” but limited to those components listed in its capability
list IAW Section 1.8.4. The works are executed on a one time “Repair
Order” basis for which a separate contract is not needed as per Part M
M.A.708(c).
Where so contracted, Summit Air shall carry out record keeping for these operators
following the same procedures as laid down in this Section 2.14 of this MOE.
The procedures required of the individual operators are as follows:
 They are required to notify Summit Air of any defects occurring to enable
Summit Air certifying staff to determine the most appropriate method of
dealing with the problem either at base or line station. In addition, they are
required to forward the flying hours and Aircraft Technical Log sheets to
Summit Air technical records section at the beginning of each working week.
 Defect rectification shall be recorded and certified in the Aircraft Technical Log
and the details recovered on receipt by Summit Air technical records.
 In the event of scheduled maintenance or out of phase maintenance
requirements being necessary on the operator’s aircraft at any of the
nominated Line Stations, then Continuing Airworthiness Management
Department of Summit Air shall supply the appropriate work instructions to the
certifying engineer at that Line Station who shall be responsible for returning
the completed work pack.
2.17.1 Retention of Operators’ Record
Cross refer Section 4.3.3 also.
Summit Air shall archive Certificates of Release to Service (CRS) and other
maintenance record of serviced aircraft components. The retention period for such
records shall be managed as per MOE Chapter 2.14.
Issue: 02 Page 2-57

2.18 Reporting Of Defects to CAAN / Operator / Manufacturers –

Occurrence Reports
2.18.1 General
NCAR145. A.60 and NCAR M.A.202 requires that any condition of the aircraft or its
components that could seriously hazard the flight safety of the aircraft should be
reported to the Authority and the aircraft design organization by the NCAR-145
maintenance organization.
This Section describes the reporting procedure to CAAN and the organization
responsible for the design of the aircraft or aircraft component of any condition of the
aircraft or component identified by Summit Air that has resulted or may result in
unsafe condition that hazards seriously the flight safety. Similar procedures shall
also be followed if the reportable defects relate to other operators aircraft or
components maintained by Summit Air.
All defects occurring on Summit Air aircraft shall be entered in the AFL which are
then subject to review and analysis for their effect on airworthiness and the safe
operation of the aircraft by Continuing Airworthiness Management Department. All
reports of defects shall be compiled on a three-monthly basis.
All major defects and incidents which are listed below shall be reported to CAAN and
other operators (as applicable) as soon as practicable (but not to exceed 72 hours)
and CAAN’s or other operators (as applicable) involvement may be undertaken for
rectification if needed. The final report on the major defect / incident shall be
submitted to CAAN after the analysis is complete. The report shall also be submitted
to other operates if the aircraft or component relates to them.
Note: The period of 72 hours is normally understood to start from when the
occurrence took place or from the time when the reporter determined that there was,
or could have been, a potentially hazardous or unsafe condition.
Reportable Defects to CAAN may be classified into various categories as follows:
(1) Aircraft Flight Operations

(2) Aircraft Technical
(3) Aircraft Maintenance and Repair
(4) Air Navigation Services,
(5) Facilities and Ground Services
Note: Reportable Defects falling under Categories (1) and (4) shall be informed to
CAAN by Operations Department and/or Corporate Safety.
The following defects are reportable to CAAN:
2.18.1.1 Aircraft Technical
2.18.1.1.1 Structure
1. Damage to a Principal Structural Element which is life limited. Principal
Structural Elements are those which contribute significantly to carrying
Page 2-58 Issue: 02

flight, ground, loads, and whose failure could result in a catastrophic

failure of the aircraft.
2. Defect or damage exceeding admissible damages to a Principal
Structural Element that has been qualified as damage tolerant.
3. Damage to or defect exceeding allowed tolerances of a structural
element which failure could reduce the structural stiffness to such an
extent that the required flutter, divergence or control reversal margins are
no longer achieved.
4. Damage to or defect of a structural element, which could result in the
liberation of items of mass that may injure occupants of the aircraft.
5. Loss of any part of the aircraft structure in flight.
2.18.1.1.2 Systems
1. Loss or significant malfunction or defect of any system, subsystem or set of

equipment when standard operating procedures, drills etc. could not be
satisfactorily accomplished.
2. Inability of the crew to control the system, e.g.:
 uncommanded actions;
 incorrect and or incomplete response, including limitation of movement or
stiffness;
 runaway;
 mechanical disconnection or failure.
3. Failure or malfunction of the exclusive function(s) of the system
4. Interference within or between systems.
5. Failure or malfunction of the protection device or emergency system
associated with the system.
6. Loss of redundancy of the system such as loss of an hydraulic system, etc.
7. Any occurrence resulting from unforeseen behavior of a system.
8. Loss, significant malfunction or defect in any main system, subsystem or
set of equipment
9. Operation of any primary warning system associated with aircraft
systems or equipment unless the crew conclusively established that the
indication was false provided that the false warning did not result in
difficulty or hazard arising from the crew response to the warning.
10. Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a
fire hazard or possible hazardous contamination of aircraft structure,
systems or equipment, or risk to occupants.
11. Malfunction or defect of any indication system that results in the
possibility of misleading indications to the crew.
12. Any failure, malfunction or defect of a system that occurs at a critical
phase of flight.
13. Occurrences of significant shortfall of the actual performances
compared to the approved performance which resulted in a hazardous
situation (taking into account the accuracy of the performance
calculation method) including braking action, fuel consumption etc.
14. Asymmetry of flight controls; e.g. flaps, ground spoilers, etc.
Issue: 02 Page 2-59

2.18.1.1.3 Propulsion (Engines & Propellers) Systems
(1) Flameout, shutdown or malfunction of any engine.

(2) Overspeed or inability to control the speed of any high speed rotating
component such as propeller, turbine, etc.
(3) Failure or malfunction of any part of an engine or powerplant resulting in any
one or more of the following:
 non-containment of components/debris;
 uncontrolled internal or external fire, or hot gas breakout;
 thrust in a different direction from that demanded by the pilot;
 thrust reversing system failing to operate or operating inadvertently;
 inability to control power, thrust or rpm;
 failure of the engine mount structure;
 partial or complete loss of a major part of the powerplant;
 Dense visible fumes or concentrations of toxic products sufficient to
incapacitate crew or passengers;
 inability, by use of normal procedures, to shut down an engine;
 inability to restart a serviceable engine.
(4) An uncommanded thrust/power loss, change or oscillation which is classified
as a loss of thrust or power control (LOTC).
 where it is considered excessive for the application, or
 where this could affect more than one engine; or
(5) Any defect in a life-controlled part causing retirement before completion of
its full life.
(6) Defects of common origin which could cause an in-flight shut down
rate so high that there is the possibility of more than one engine being
shut down on the same flight.
(7) An engine limiter (SALM) or control device failing to operate when
required or operating inadvertently.
(8) exceedance of engine parameters.
(9) Failure or malfunction of any part of a propeller or powerplant resulting in
any one or more of the following:
 an overspeed of the propeller;
 the development of excessive drag;
 a release of the propeller or any major portion of the propeller;
 a failure that results in excessive unbalance;
 the unintended movement of the propeller blades below the
established minimum in‐flight low‐pitch position;
 an inability to feather the propeller;
 an inability to command a change in propeller pitch;
 an uncommanded change in pitch;
 an uncontrollable torque or speed fluctuation;
2.18.1.1.4 Human Factors
Any incident where any feature or inadequacy of the aircraft design could
have led to an error of use that could contribute to a hazardous or
catastrophic effect
Page 2-60 Issue: 02

2.18.1.1.5 Other Occurrences
(1) Any incident where any feature or inadequacy of the aircraft design could
have led to an error of use that could contribute to a hazardous or
catastrophic effect
(2) An occurrence not normally considered as reportable (for example,
furnishing and cabin equipment, etc.), where the circumstances resulted in
endangering of the aircraft or its occupants.
(3) A fire, explosion, smoke or toxic or noxious fumes.
(4) Any other event which could hazard the aircraft, or affect the safety of the
occupants of the aircraft, or people or property in the vicinity of the aircraft
or on the ground.
(5) Failure or defect of passenger address system resulting in loss or inaudible
passenger address system.
(6) Loss of pilots seat control during flight.
(7) Wheel, brake or tyre failure causing or likely to cause maneuverability or
control on ground
(8) Multiple failure or critical malfunction of electrical, hydraulic or other power
source or their distribution and actuating systems
(9) Defects resulting in hazardous instrument systems
(10) Significant contamination of fuel
(11) Serious malfunctioning of avionic systems resulting in difficulties of
communication or significant errors of navigation
(12) Warnings of insecure doors in flight
(13) Any other defects which Summit Air considers could affect the safety of the
aircraft or its occupants or cause the aircraft to become danger to other
persons or property
2.18.1.2 Aircraft Maintenance and Repair
(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.
(4) Any damage or deterioration (i.e. Fractures, cracks, corrosion, delamination,
disbanding, etc.) resulting from any cause (such as flutter, loss of stiffness or
structural failure) to:
 primary structure or a principal structural element (as defined in the
ARM) where such damage or deterioration exceeds allowable limits
specified in the ARM and requires a repair or complete or partial
replacement of the element;
 secondary structure which consequently has or may have endangered
the aircraft;
 the engine, propeller or rotorcraft rotor system.
(5) 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:
 it is detected for the first time by the reporting organisation
implementing compliance;
 on any subsequent compliance where it exceeds the permissible limits
Issue: 02 Page 2-61

quoted in the instruction and/or published repair / rectification

procedures are not available.
(6) 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.
(7) Noncompliance or significant errors in compliance with required maintenance
procedures.
(8) Products, parts, appliances and materials of unknown or suspect origin.
(9) Misleading, incorrect or insufficient maintenance data or procedures that
could lead to maintenance errors.
(10) Failure, malfunction or defect of ground equipment used for test or checking
of aircraft systems and equipment when the required routine inspection and
test procedures did not clearly identify the problem when this results in a
hazardous situation.
2.18.1.3 Facilities and Ground Services (including handling &

servicing)
(1) Significant spillage during fuelling operations.

(2) Loading of incorrect fuel quantities likely to have a significant effect on
aircraft endurance, performance, balance or structural strength.
(3) Significant contamination of aircraft structure, or systems and equipment
arising from the carriage of baggage or cargo.
(4) Incorrect loading of passengers, baggage or cargo, likely to have a
significant effect on aircraft mass and/or balance.
(5) Incorrect stowage of baggage or cargo (including hand baggage) likely in
any way to hazard the aircraft, its equipment or occupants or to impede
emergency evacuation
(6) Dangerous goods loading
(7) Failure, malfunction or defect of ground equipment used for test or checking
of aircraft systems and equipment when the required routine inspection and
test procedures did not clearly identify the problem when this results in a
hazardous situation.
(8) Noncompliance or significant errors in compliance with required servicing
procedures.
(9) Loading of contaminated or incorrect type of fuel or other essential fluids
including oxygen.
2.18.1.4 Reportable occurrences to specific systems
2.18.1.4.1 Auto flight system
(1) Failure of the auto flight system to achieve the intended operation while
engaged
(2) Significant reported crew difficulty to control the aircraft linked
to auto flight system functioning
(3) Failure of any auto flight system disconnect device
(4) Uncommanded auto flight mode change
Page 2-62 Issue: 02

2.18.1.4.2 Communications
(1) Failure or defect of passenger address system resulting in loss or

inaudible passenger address
(2) Total loss of communication in flight
2.18.1.4.3 Electrical system
(1) Loss of one electrical system distribution system ( AC or DC)

(2) Total loss or loss or more than one electrical generation system
(3) Failure of the backup (emergency) electrical generating system
2.18.1.4.4 Cockpit/Cabin/Cargo
(1) Pilot seat control loss during flight

(2) Failure of any emergency system or equipment, including emergency
evacuation signaling system, all exit doors , emergency lighting, etc
(3) Loss of retention capability of the cargo loading system
2.18.1.4.5 Fire protection system
(1) Fire warnings, except those immediately confirmed as false

(2) Undetected failure or defect of fire/smoke detection/protection system,
which could lead to loss or reduced fire detection/protection
(3) Absence of warning in case of actual fire or smoke
2.18.1.4.6 Flight controls
(1) Asymmetry of flaps, spoilers etc.

(2) Limitation of movement, stiffness or poor or delayed response in the
operation of primary flight control systems or their associated tab and lock
systems
(3) Flight control surface run away
(4) Flight control surface vibration felt by the crew
(5) Mechanical flight control disconnection or failure
(6) Significant interference with normal control of the aircraft or degradation of
flying qualities
2.18.1.4.7 Fuel system
(1) Fuel quantity indicating system malfunction resulting in total loss or

erroneous indicated fuel quantity on board
(2) Leakage of fuel which resulted in major loss, fire hazard, significant
contamination
(3) Fuel system malfunctions or defects which had a significant effect on fuel
supply and/or distribution
(4) Inability to use total quantity of usable fuel
2.18.1.4.8 Hydraulics
(1) Loss of more than one hydraulic circuit
Issue: 02 Page 2-63

(2) Failure of the backup hydraulic system
2.18.1.4.9 Ice detection/protection system
(1) Undetected loss or reduced performance of the anti‐ice/de‐ice system

(2) Loss of more than one of the probe heating systems
(3) Inability to obtain symmetrical wing de icing
(4) Abnormal ice accumulation leading to significant effects on performance or
handling qualities
(5) Crew vision significantly affected
2.18.1.4.10 Indicating/warning/recording systems
(1) Malfunction or defect of any indicating system when the possibility of

significant misleading indications to the crew could result in an inappropriate
crew action on an essential system
(2) Loss of a red warning function on a system
(3) Loss or malfunction of more than one display unit or computer
involved in the display/warning function
2.18.1.4.11 Landing gear system /brakes/tyres
(1) Brake fire

(2) Significant loss of braking action
(3) Unsymmetrical braking leading to significant path deviation
(4) Failure of the L/G free fall extension system (including during scheduled
tests)
(5) Unwanted gear or gear doors extension/retraction
(6) Multiple tyres burst
2.18.1.4.12 Navigation systems and air data systems
(1) Total loss or multiple navigation equipment failures

(2) Total failure or multiple air data system equipment failures
(3) Significant misleading indication
(4) Significant navigation errors attributed to incorrect data or a database
coding error
(5) Unexpected deviations in lateral or vertical path not caused by pilot input.
(6) Problems with ground navigational facilities leading to significant navigation
errors not associated with transitions from inertial navigation mode to radio
navigation mode
2.18.1.4.13 Bleed air system
(1) Hot bleed air leak resulting in fire warning or structural damage
(2) Loss of all bleed air systems
Note: All reportable defects to CAAN must be made in CAAN’s “ MANDATORY

OCCURRENCE FORM” (Appendix-1)of NCAR Chapter C.9.
Page 2-64 Issue: 02

2.18.2 Mandatory Occurrence Reporting System
Besides reporting the above defects, the organization shall also maintain a
Mandatory Occurrence reporting system in accordance with the guidelines laid down
in NCAR. The Engineering Director in coordination with the CAM Director shall
administer the system.
He shall ensure that: -
a) All occurrences are recorded to establish which reports meet the desired criteria
of an occurrence report. The person responsible for submitting the report is to be
informed if their report has to be submitted or not and the reason why.
b) The report includes (where possible) correlation of Operational and Technical
aspects including a full investigation and the provision of any relevant
supplementary information e.g. assessment and immediate actions to control the
problem. It shall contain any pertinent and evaluation information where this is
known.
c) All MORs shall be sent to the CAM Director and all reportable defects shall be
forwarded to CAAN by CAM Director within the prescribed time scale but not to
exceed 72 hours.
d) Details shall be sent by the CAM Director through email to the appropriate
Manufacturer (for their relevant action) in case of occurrences arising from or
relating to defects in aircraft, its equipment or any item of ground equipment
e) If the occurrence is related to the organization procedures, then immediate
corrective action shall be taken.
f) Feedback is relayed to the reporter after the investigation. This could be after
company investigation or after the receipt of any strip report from the
manufacturer. This information shall also be reviewed at the next meeting of the
reliability board and also included in any future continuation training program.
g) Any MOR’s submitted by Subcontractor and Lessees are monitored and they are
informed of the progress of such reports.
In addition to notifying the manufacturer of mandatory occurrences, the Engineering

Department and the CAM Department shall log other incidents of an airworthiness or
economical nature along with the follow up action. Where these problems are not
correctable in-house the manufacturer is notified by the CAM Director and a solution
sought from the manufacturer.
Note: All MOR shall also be reported to other operators (as applicable) within
the above specified period if the MOR relates to the aircraft or component
maintained or serviced by Summit Air.
2.19 Return of Defective Components to Store

Also refer Section 2.2.9
When an unserviceable item is removed from an aircraft, whether on the line or

base, details are entered on a component change sheet and/or in the Technical Log
Page.
Issue: 02 Page 2-65

Components can be received from internal sources in two forms: Unserviceable

items or on hold items.
2.19.1 Unserviceable items.
Summit Air policy of declaring components unserviceable is listed in MOE Section

2.2.9.
The unserviceable component removed is suitably blanked and a red Unserviceable

Tag attached by the certifying AME responsible for removing it.
Incoming unserviceable units are placed on the quarantine shelf. All units must have
an Unserviceable Tag and a RMF attached. Should a unit arrive without a label then
it shall remain in quarantine until stores inspection determine its source and obtain a
label.
The unserviceable label shall contain, as a minimum, the following information:
 Component’s ATA Chapter number

 Part Name & Number
 Serial Number
 Aircraft registration number from which removed
 Position of the component with regards to location
 Aircraft Hours and/or Cycle at time of removal
 Reason of removal
Once the item is determined as unserviceable then further details such as

component’s life used along with remaining life & TBO are entered by the Technical
Records of CAM Department.
Based on the component’s history, the Maintenance Planning (CAM Department)

shall then determine the workscope (repair, overhaul, bench test, etc.) and advise
Material Planning for its shipment. A Purchase Order (PO) or Repair/Work Order (as
applicable) is raised by Maintenance Planning (CAM Department) and the unit
removed from quarantine and dispatched. Details of unit life, special requirements,
etc. are obtained from technical records for inclusion on the purchase order.
2.19.2 Hold items.
If a component is removed from an aircraft during the course of defect rectification,

and it cannot be determined that the component removed is the cause of the defect,
the following procedures shall be followed:
a) The component shall have a Hold Tag attached, and placed in the quarantine
store for incoming goods.
b) The Technical Flight Log for the affected aircraft shall be monitored for a
period of five days for a re-occurrence of the defect.
c) Should the defect not re-occur then the component shall have an
Unserviceable Tag attached and routed to the appropriate repair facility.
Page 2-66 Issue: 02

d) Should the defect re-occur then it may be assumed that the component was
removed in error and the Hold tag shall be cancelled with a Serviceable Tag
signed by an authorized personnel (AMTL). The component shall be re-
entered into stores following procedures listed in Section 2.2.8
2.20 Defective Components to Outside Contractors
All defective components sent to outside contractors for repair/overhaul or

modifications are dispatched to an organization that meets the requirements of the
procedures in MOE Section 2.1. Defective components that are identified as
unsalvageable shall be treated as per Section 2.2.12. Defective components that are
suspected as bogus parts shall be treated as per Section 2.2.1.2.
Defective, rotable and repairable aircraft loaned parts are routed to quarantine store
for shipment back to the operator concerned. Procedures listed in Section 2.19.1
(Unserviceable Items) shall be followed for labelling & dispatch.
2.20.1 Control of Dispatch, Location & Return
a) Support / Certifying staff removing items from the aircraft will ensure that the
items are packed properly and returned to the stores. They will also ensure that
the components are drained off any fluid, electrical connectors are properly
covered and units are preserved before returning the unit to stores.
Note: Precaution should be observed during removal of ESDS items and they
shall be packed in ESDS packing and returned to stores.
b) Stores in-charge / station engineer in-charge is responsible for verifying

preservation, proper blanking of components, packing of components in suitable
boxes to ensure that no damage will occur in transit.
c) Components sent for repair / overhaul will be accepted into bonded stores after
repair / overhaul, only after Material Inspector has inspected the items IAW MOE
Section 2.2.2.
2.21 Control of Computer Maintenance Records System
The computer maintenance records are controlled using the self-developed Microsoft
Excel Program.
It is responsibility of the Technical Records (CAM Department) to update aircraft

records / data. Updating of aircraft records are carried out using data from Aircraft
Technical logs, Components Change Cards, Maintenance Check, Labels, Packages,
Work order as the input documents may state.
Provided all entries are completed, a forecast report can be run covering, as long
terms as desired and indicating in chronological order, all components/check
cycles/EO/calendar life items which will fall due within that period. After a check has
been completed, all components change and Work card / EO compliances have
been are entered.
Issue: 02 Page 2-67

Records are held in the computer of Routine Check Cycles; the lives being as
quoted in the approved CMS. These records will be updated from the final work
package after every Line check.
All computer maintenance records shall also be kept in hard copies (where
practicable) after updates. Hard copies are printed & maintained periodically only.
The Technical Records section computer record files shall be backed up every
month onto a hard disk. The backup shall contain:
 Last maintenance records & data of all serialized components fitted to aircraft
or otherwise
 Maintenance records (signed worksheets) of routine maintenance checks or
cycles
 OEM maintenance data such as AMM. EMM. IPC. SBs, Ads, etc.
 Maintenance records & history of components
 Issued & completed maintenance job orders including work packages
 CAAN approved manuals such as CMS, MEL, CAME, MOE, etc.
 Completed Aircraft Technical logs
Note: The backup data may be retrieved as required should the original data be
lost or corrupted.
All hard copy records are kept in a safe locker cabinet to prevent loss during fire,
flood or theft.
The computer shall be pass word protected by Technical records and access to it
shall be restricted to authorized personnel of the Records Section only or to internal
or external auditors as maybe required. Access to aircraft records to maintenance
certifying personnel shall be restricted and access granted only in the presence of
QA personnel.
2.22 Control of Manhour Planning Versus Schedule Maintenance

Work
2.22.1 Company Planning v/s Time available procedure
Responsibility: Maintenance Planning Incharge (CAM Department)
Planning shall be managed as follows: -
2.22.1.1 Long term maintenance planning.
Long term planning looks at periods where aircraft are grounded for extended
periods due to major inspections, modifications or checks. The period looked at
covers a time span of three to twelve months in the future. It shall also look at the
scheduled inspections and major component changes in the coming year. When
these requirements are known, the Operations and Marketing departments are
advised by the CAM Department in order that the commercial schedules can be
adjusted. This is also discussed by Maintenance Planning with the CAM Director and
Engineering Director with a view to formulate and coordinate any manpower, tooling,
Page 2-68 Issue: 02

work content and other works as scheduled during that time. This long term planning
shall also be a basis for the Engineering Department to formulate a manpower plan
for the year using manhours required versus manhours available.
The ground time for maintenance including manhours shall be planned taking into
consideration:
 required maintenance
 the historical data,
 service bulletin data,
 airworthiness data
 documentation
 and other data as maybe applicable from time to time.
The required maintenance or checks are then planned in association with the
Engineering Department to minimize the disruption to normal maintenance.
2.22.1.2 Short term maintenance planning.
Responsibility: Production Planning Incharge (Engineering Department)
Short term planning covers the period of one week to three months. The Operations /
Marketing departments publish a flying schedule from which the Production Planning
of Engineering Department estimates the flying hours and the number of checks
anticipated for each aircraft. A maintenance plan is then raised in order to allocate
sufficient manpower resources.
The ground time for maintenance and manhours shall be planned taking into
consideration
 required inspection & maintenance

 documentation
The MJO raised by the Maintenance Panning shall have estimated manhours and
the actual manhours incurred shall be mentioned in the completed MJO by the duly
authorized person signing of the MJO.
Maintenance Panning shall review the estimate against the actual and develop a
matrix with the revised estimate for scheduled checks or other major works.
2.22.2 Complexity of Work
CAM Director shall review each schedule input for the full content of each check to
include inspection criteria, corrosion / structural inspections and out of phase due
items.
Issue: 02 Page 2-69

2.22.3 Organization of shifts
Summit Air works in either single shift or multiple shifts depending on the base / line
station location and the nature of the maintenance tasks to be carried out.
Line & Base Maintenance Incharges shall coordinate this. When more than one shift
is used a shift register shall be maintained. As far as possible people shall not be
allocated for more than 12 hours of duty in a day considering human factor
limitations.
Summit Air shall not carry out maintenance in night shifts to prevent sleep disorders.
Hence, existence of circadian rhythms due to sleep disorders is minimal or
nonexistent.
2.22.4 Account of human performance limitations
Summit Air shall take in to consideration human factors, and schedule maintenance
shall not be planned to be carried out at night and any schedule work carried out in
the evening shall be items that are not completed in the shift and of a none-critical
nature. Sufficient time for the inspection/workload is to be allocated so there are no
undue time pressures. A rest break of one hour shall be provided after every four
hours of continuous work.
2.22.5 Review Meetings
CAM Director, Engineering Director and Quality Director shall evaluate every three
months the planned data versus actual data. The planned manhour shall then be
adjusted / revised taken into consideration the actual manhours. The revised
manhour then shall be used as the planned manhour.
The workload and the manhour available to execute the workload shall also be
reviewed. Any deviation exceeding more than 25% between the planned work load
and the available manpower shall be notified to the Accountable Manager. This
difference may be compensated by hiring part time contractual manpower or regular
manpower depending upon the continued duration of the additional workload.
The review meeting minutes shall be recorded by the CAM Director.
2.23 Control of Critical Tasks

2.23.1 Critical Tasks
Critical tasks are ‘flight safety sensitive maintenance tasks’ that involve the assembly
or any disturbance of a system or any part on an aircraft that, if errors occurred,
could endanger the flight safety. Typically the critical tasks are:
1. Tasks that may affect the control of the aircraft flight path and attitude, such
us installation, rigging and adjustments of flight controls, electronic or
mechanical;
2. Aircraft stability control systems (autopilot, fuel transfer);
Page 2-70 Issue: 02

3. Task that may affect the propulsive force of the aircraft, including installation
of aircraft engines, propellers and rotors; and,
4. Overhaul, calibration or rigging of components such as engines, propellers,
transmissions and gearboxes.
When a critical maintenance activity is required to be performed, the MJO issued

shall have the “CRITICAL NATURE” stamped on the MJO. Director Engineering or
his delegate will enquire to find the previous experience of the maintenance
personnel who have similar/appropriate experience and allocate accordingly. If not
available, the most experience persons shall be allocated and briefed about the
critical nature of the tasks before commencement of work.
In order to minimize the possibility of an error being repeated in identical tasks no

person shall be required to carry out or inspect a maintenance task involving
disassembly or reassembly of several components of the same type fitted to more
than one system on the same aircraft or component during a particular maintenance
check. However, when only one person is available to carry out these tasks then the
MJO shall include an additional stage for re-inspection of the work by this person
after completion of all the same tasks.
Alternatively, arrangement shall be made by the allocated duty engineer to stagger

schedule maintenance tasks on essential and primary systems so that
accomplishment of similar critical tasks on two or more systems are segregated.
In case of critical tasks (as listed) arising in the process of defect rectification, the
concerned certifying engineer shall inform the duty engineer or the Production
Planning Engineer or the Engineering Director by phone. Procedures listed in
Section 2.23.3 must be followed irrespective of the critical tasks arising out of
scheduled or unschedule maintenance.
2.23.2 Critical Tasks requiring Duplicate inspection
A duplicate inspection is defined as an inspection first made and certified by one

authorized person and subsequently made and certified by a second authorized
person. The duplicate inspection shall be the means employed by the company for
error capture in critical systems.
Primary controls are defined as systems by which the flight attitude or the propulsive
force of an aircraft is changed.
The requirements for duplicate inspections apply to the following:
2.23.2.1 Vital point / Flying controls
Adjustments on the Flight Control systems, including the primary flight controls and
the mechanisms used to operate them. These systems are, but not limited to:
 Aileron Systems including its tabs

 Elevators including its tabs
 Rudder including its tabs
 Flaps
Issue: 02 Page 2-71

2.23.2.2 Vital point / Engine controls.
Adjustments on the Primary engine controls, e.g. throttle controls, fuel cock controls,
propeller controls etc. and the mechanisms used to operate them. These systems
are, but not limited to:
 Power lever controls

 Propeller Lever Controls
 Fuel Lever Controls
Note: Adjustments on the above and all associated components in the above
systems that affect the operation of the engine or propeller. Such items shall include,
but not be limited to, FCU, PCU, EDP, Overspeed Governor, etc.
2.23.2.3 Vital point / Associated control systems.
Adjustment of such systems (other than those above) as are interlinked in such a
manner with the main flying control systems that they could adversely affect the
correct operation of the main system to such an extent that could prejudice the
safety of the aircraft. Such systems include auto flight, ground spoilers, Automatic
Bank Control Tabs, etc.
2.23.2.4 Engine or Propeller installations
Installation of engine or propeller (irrespective of the same components being

reinstalled) shall be subject to second inspection.
2.23.2.5 Major Components Attachment Points
Adjustments of attachment points of all major components such as engine, propeller,

landing gears, wings, tail units, etc. shall be subject to second inspection.
2.23.2.6 Areas where maintenance errors were noticed
Maintenance / adjustments of components or areas where maintenance errors were

previously captured or encountered. This shall also include maintenance areas
where any previous information was received from occurrence reporting system.
Note: All originating MJOs for jobs that are of critical nature shall have “CRITICAL
NATURE” stamp annotated on the MJO.
2.23.3 Procedures.
a) Components or systems subject to duplicate inspection must not be disturbed or

re-adjusted between the first and second part of the inspection. The second part
of the inspection must follow the first part, as soon as is practically possible,
although in certain circumstances a simultaneous inspection may be necessary.
b) A duplicate inspection of all control systems is necessary following the overhaul,
repair, adjustment or modification of the system.
c) When a duplicate inspection is carried out, a “full and free” operation of the
controls must be carried out.
Page 2-72 Issue: 02

d) All breakdown of the control system must be recorded on the appropriate

worksheet/technical log and the duplicate signatures annotated against each
entry. If the range of movement of the controls is affected then the adjusted
figures must be recorded.
e) The duplicate inspection must be certified by an appropriately authorized person
prior to the certification made by the authorized person carrying out the second
inspection.
f) When a second AMTL/authorized person is not available a duplicate or second
inspection may be carried by the same AMTL / authorized person after a break of
at least one hour after completion of the first inspection.
Note: Duplicate Inspection Certificate Form shall be used for all critical tasks that
requiring duplicate inspection. Entries in both AFL / TLP and Duplicate
Inspection Certificate Form must be made.
2.24 Specific Maintenance Procedures
This section contains the specific maintenance procedures. These procedures are in
accordance with the provisions of NCAR-145 AMC.70(a).
2.24.1 Towing Procedures
Generally small airplane is most easily and safely maneuvered by hand with the
towbar attached to the nose wheel. Moving the airplane by hand shall require that
the individual steering with the tow bar be assisted by personnel pushing the aircraft.
L410 aircraft may be towed either by using tractor or by hand pulling an attached tow
bar to nose wheel. For details on the two types of towing refer to the AFM Chapter 4
(Normal Procedures – Ground Handling)
CAUTION: Do not push or pull the airplane using the propeller blades or control
surfaces.
In any towing operation, especially when towing with a vehicle, do not exceed the
nose gear turning angle limitations (refer respective aircraft POH & AMM for towing
speeds & steering angles).
CAUTION: Disengage flight control locks and all external locks before towing.
If the airplane is towed or pushed over a rough surface during hangaring, watch that
the normal cushioning action of the nose gear does not cause excessive vertical
movement of the tail and the resulting contact with low hangar doors or structure. A
flat nose tire shall also increase tail height.
A competent operator must be positioned in the cockpit to operate the brakes and he
must be able to converse with the nose towbar operator or tractor driver for towing
purposes. The aircraft doors must be closed whilst towing takes place and external
lights must be illuminated at night.
Issue: 02 Page 2-73

CAUTION:
1. For L410 towing the steering switch on the center control panel must be
placed in the NEUTRAL position.
2. For L410 the person must be seated on the right side to operate the hand
pump brakes during towing.
2.24.2 Taxiing Procedures
2.24.2.1 Taxiing Approval
Approval for Taxiing is carried out under the supervision of an Instructor Pilot on
type. On completing a satisfactory taxiing test, approval is granted by the Quality
Assurance.
Minimum qualifications needed are an AMT License in engine category and

company approval to run the applicable engine: both at high and low power.
2.24.2.2 Taxiing General
Note: Prior to carrying out any taxiing operation the destination and route at the
particular airport should be ascertained taking into account any diversions due
to work in progress. Do not assume that this information shall be given by air
traffic control.
1. Ensure landing gear safety locks/pins are fitted (where applicable)

2. Adjust seat and pedals to allow unrestrictive movement during operations.
3. Ensure that all doors are closed and door-warning lights are extinguished.
4. Prior to starting engines check adequate electrical power and switch on anti-
collision beacons.
5. Obtain start-up clearance from ATC and advise intentions.
6. Check individual brake system for adequacy.
7. Obtain taxi clearance from ATC.
Page 2-74 Issue: 02

2.24.2.3 Taxiing LET 410 UVP-E20 aircraft
Note: Nose wheel steering switch must be placed in MANUAL position for steering of
aircraft by hand operated lever on the steering column or in PEDAL position for
pedal steering. Pedal
steering has limited
movement.
1. Nose wheel is
controllable from the
left pilot's seat only.
Note:
Steer the airplane
by gentle and
gradual
movements of the
control lever,
because rapid
movements result
in disproportionate
increase in forces
on the control
lever.
2. Fuel consumption
during taxiing is
approx. 2 kg per 1
minute.
3. Check brakes before
taxi
WARNING: DO NOT TAXI THE AIRPLANE WITH INEFFECTIVE BRAKING.
4. During taxiing vent the propellers hydraulic system by feathering of the left and
right propeller by PCL. When the propeller speed drops to 350 to 400 RPM,
return the PCL to fine pitch position.
Note: It is recommended to feather both propellers simultaneously. This may be

done for as long as is necessary to reduce the taxiing speed.
5. During taxiing check the possibility of reverse power setting and BETA RANGE
cell coming on when TCL is moved from idle power to reverse power position.
PCL is set to fine pitch.
6. During taxing check turn and bank indicator function.
7. To improve view during taxiing cockpit window may be opened.
Note: If ground operation in hot conditions (temperature range from 48 OC to 50OC)

exceeds 20 minutes, allow ventilation and cooling the airplane until its temperature
decreases to 50OC prior to release the aircraft for take-off preparation.
CAUTION: IF YELLOW “HYDRAUL.” LIGHT ON THE CWD LIGHTS ON DURING

20 MINUTES GROUND OPERATION, DO NOT RELEASE AIRPLANE FOR TAKE-
OFF PREPARATION UNTIL PROBLEM RECTIFIED.
Issue: 02 Page 2-75

For more details on taxing of L410 aircraft, refer to AFM Chapter 4 (Normal
Procedures – Taxiing)
2.24.2.4 Taxiing General – After Completion
1. At destination advise ATC.

2. Apply parking brake and stop engines.
3. Switch off anti-collision beacons and A/C power.
2.24.3 Corrosion Prevention and Control Procedures
2.24.3.1 Introduction
The corrosion control requirements contained within this paragraph lay down the
procedures to be adopted when carrying out inspections called up by the
Customized Maintenance Schedule.
It is not the intent of the program to establish rigid requirements for eliminating all
corrosion, but to control corrosion below a level that could affect continued
airworthiness.
2.24.3.2 General rules.
The following instructions apply:
2.24.3.2.1 Basic task
1. The intention is to inspect all structure within the defined areas and other
items, which are susceptible to corrosion in each zone. It is therefore
necessary that adequate access shall be provided by the removal of fairings,
equipment, furnishings, trim panels, insulation blankets etc.
2. The extent of any corrosion must be clearly identified. Appropriate inspection
techniques including NDT and/or disassembly may be used where necessary.
3. It is necessary to control corrosion to LEVEL 1 or better
4. Whenever level 3 corrosion is found, there shall be an investigation into its
cause prior to continued operation. If it is suspected that the condition is
typical a fleet campaign shall be initiated and a program adjustment made
accordingly.
5. Aircraft which have been in storage or out of service shall not gain deferment
from these inspection requirements and all tasks due dates shall be
calculated on uninterrupted elapsed calendar time.
2.24.3.2.2 Inspection requirements
1. Remove equipment and interior furnishings sufficient to gain adequate access

to accomplish the inspection.
2. Prior to inspection each area must be cleaned such that the structural
surfaces are un-obscured. Any flaking paint should be removed with particular
care to avoid scratching or abrading serviceable structure
Page 2-76 Issue: 02

3. Cleaning should include the areas of drainage paths and drain valves.
Subsequently all cleaning materials must be removed and the area is to be in
a dry neutralized condition for inspection.
4. Carry out a visual inspection of all structure within the areas defined under the
conditions of lighting and proximity which are adequate to detect early stages
of corrosion, structural defects or cracks of a size, which would normally be
detected by a Detail Visual Inspection. The breakdown of primary protective
finish or doubler/fillet edge sealing should also be detected. If any signs of
corrosion or breakdown of edge sealing are found, then further inspection
shall be required to determine the boundary of the affected structure. This
shall not preclude exploratory disassembly of enclosed assembled surfaces if
there are indications of penetration, e.g. bulging skins or doublers. Particular
attention should also be given to installed repairs.
5. Remove completely all corrosion and evaluate the extent of damage and
repair or replace all discrepant structure as required and re-protect surface
finish in accordance with the SRM.
6. Clear all drainage paths and check drain valves for correct functioning.
7. Dry any wet insulation blankets prior to re-installing, or replace with new.
8. Areas of skin exposed during de-ice boot removal must be inspected for
mechanical damage to protective treatment and for corrosion.
9. WATER DISPLACEMENT FLUIDS: The use of water displacement fluids is
not considered necessary, but should they be used that use should be
restricted to under galleys, toilets and around batteries. They should NOT be
applied in the following areas:
a. Cables, pulleys, wiring, plastics, elastomers, oxygen systems.
b. Lubricated or Teflon surfaces. (E.g. greased joints, sealed bearings)
c. Adjacent to tears or holes in insulation blankets. (water repelling
characteristics are diminished)
d. Areas with electrical arc potential.
e. Interior materials, including cargo linings. (change of flammability
properties)
f. Engine strut cavities or cowling panels. (incompatibility with high
temperatures)
g. Fiberglass ducts in high temperature areas.
Note: The Fluid, when used should be To MIL-C-16173d-Grade 4.
2.24.3.3 Corrosion Levels
The effectiveness of a corrosion control program is determined for a given aircraft

area by the “level” of corrosion found on structure during the scheduled inspections.
For the purpose of this program the following “levels” of corrosion are used and are
applicable on a corrosion task-by-task basis.
a) LEVEL 1 CORROSION
Corrosion damage occurring between successive inspections that is local

and can be reworked/blended out within allowable limits as defined by the
manufacturer. (SRM; SB; etc.)
Or
Issue: 02 Page 2-77

Corrosion damage that is local, but exceeds allowable limits and can
be attributed to an event not typical across the aircraft fleet. (E.g.
Mercury spillage)
b) LEVEL 2 CORROSION
Corrosion occurring between successive inspections at LEVEL 1 that now

requires re-work/blending out which exceeds allowable limits, requiring a
repair or complete or partial replacement of a structural component.
or
Corrosion occurring between successive inspections that is widespread
and requires blend out approaching the allowable re-work limits at the
latest scheduled inspection.
c) LEVEL 3 CORROSION
Corrosion, which is determined on inspection to this program, to be of a

potentially urgent airworthiness concern requiring expeditious action.
Note: When LEVEL 3 corrosion is found, consideration should be given to
action required on other aircraft in the fleet. Details of the corrosion
findings and planned action(s) shall be reported to the Civil Aviation
Authority and the manufacturer as expeditiously as possible.
2.24.3.4 Reporting System
1. This Corrosion Prevention and Control Program requires the Mandatory

reporting of LEVEL 2 and 3 corrosion findings to the aircraft manufacturer and
in addition all LEVEL 3 findings must be reported to the CAAN.
2. In addition, any cracks or other structural defects detected during this
inspection must be reported to the manufacturer.
3. All LEVEL 2 and 3 corrosion findings shall be reported.
4. Photographs, sketches or diagrams from manuals should supplement this
form. E.g. SRM, MM, IPC etc., to facilitate mapping by the manufacturer.
5. The CAM Department shall submit all data and reports dealing with the
findings from this program to manufacturer.
2.24.3.5 REPORTING REQUIREMENTS
CORROSION INSPECTION REPORTING REQUIREMENT

LEVEL PHASE
Level 1 Any None
Level 2 Initial (a) Include in quarterly report to manufacturer.
Repeat (a) Include in quarterly report to manufacturer.
(b) Report to CAAN within 60 days on proposed
corrective action to reduce corrosion to Level 1 or
better.
Level 3 Initial (a) Include in quarterly report to manufacturer.
(b) Report to CAAN within 7 days with plan for fleet
inspection schedule
Repeat (a) Include in quarterly report to manufacturer.
Page 2-78 Issue: 02

CORROSION INSPECTION REPORTING REQUIREMENT

LEVEL PHASE
(b) Report to CAAN within 7 days with plan for fleet
inspection schedule
(c) Report to CAAN within 60 days on proposed
corrective action to reduce corrosion to Level 1 or
better.
2.24.3.6 Guidelines for Corrosion Level Assessment
When corrosion is found on a structural part of the aircraft, it is necessary to

determine a corrosion level and from those findings demonstrate compliance with
this program and the need for adjustment of the program or other action, which may
be required. A flow chart and explanatory notes are provided in order to aid the
determination of the level of corrosion findings in accordance with the criteria set out.
Note 1: Non-Typical Event

A non-typical event is an event, which is considered to be non-
representative of the events, which would normally occur in the area
concerned.
For example - Mercury spillage

Corrosive fluid spillage’s when they are considered to
be exceptional.
Note 2: Local corrosion

This step allows the determination of corrosion findings to be LOCAL
or WIDESPREAD. A corrosion finding can be considered LOCAL
when both of the following conditions are fulfilled.
a) Less than 20% of the following structural segments in the

inspection area have signs of corrosion:
Frames, - Stringers, - Ribs and Spars
The boundaries of segments are to be considered as follows:
Segment Boundaries
Frame Two adjacent stringers
Stringer Two adjacent stringers
Spar Two adjacent ribs
Rib Two adjacent spars
b) Less than 5% of the skin elements are corroded.
A skin element is the area of skin between two adjacent frames or
ribs and two adjacent stringers.
Note 3: First Occurrence

The first occurrence in the area subject to inspection on the
considered aircraft, is an area that has not been subject to rework,
blending or been previously repaired
Note 4: Requires repair/replacement

The corrosion findings on the subject aircraft cannot be reworked or
blended out resulting in a repair or replacement of parts.
Issue: 02 Page 2-79

Note 5: First repair/replacement

The first time that a repair/replacement is applied in the subject area
on the aircraft specified in this Maintenance Schedule.
Note 6: Close to limit

A defect is to be considered close to limit when 90% of the allowable
limit as defined in the SRM is reached or exceeded when corrosion is
completely removed.
Note 7: Airworthiness affected

When a corrosion finding is beyond allowable limits and preventing
the aircraft from continued operation in a safe condition.
2.24.4 Special Inspections
The following generic inspections are to be applied when abnormal incidents have
been reported. For the purpose of these inspections, an abnormal incident is one
which could result in damage to the aircraft, the effect of which may not be
manifestly apparent.
These inspections are given for general guidance only since the extent of inspection
necessary depends on the circumstances and nature of the incident. Refer to the
relevant aircraft AMM, EMM or CMS for detail inspection on abnormal incidents.
WARNING: FOLLOWING THE OCCURRENCE OF AN ABNORMAL INCIDENT,

THE AIRCRAFT MUST BE SUBJECTED TO THE APPROPRIATE INSPECTION
BEFORE FURTHER FLIGHT MAY BE PERMITTED.
2.24.4.2 General information
When an aircraft has been subjected to conditions, which warrant reporting the
incident, it is important to obtain as much information as possible from members of
the operating crew and others who may have witnessed the incident.
The following points shall help the examiner to determine the type, location and
extent of damage to be investigated.
1. All up weight of the aircraft at the time of the incident.
2. Fuel contents of each wing.
3. Type of landing, e.g., straight, drift, tail heavy or wing low.
4. If any noise indicative of a structural failure was observed.
5. Turbulence conditions, e.g., violent change of attitude, violent Vertical banks
with a reversing tendency to turn, maximum speed Exceeded.
6. Lightning strikes or static.
7. Landing gear and flap position.
2.24.4.3 Special Inspections
The inspection information on the following subjects are contained in the Aircraft
Maintenance Manual and/or Maintenance Schedule.
Page 2-80 Issue: 02

1. Inspection after abnormal landings (Heavy or Hard)

2. Inspection after a lightning strike.
3. Inspection after propeller strikes.
4. Inspection after flight through severe turbulence
2.24.5 Robbery Procedures
2.24.5.1 Component robbery
Every effort must be made to minimize component robberies. Where a robbery is

necessary then the following procedures must be followed along with procedure listed
in Section 2.2.7.
2.24.5.2 Robbery from aircraft
The point at which the component is detached shall be blanked and an identification
label (Robbery Tag) attached. An identification label shall also be attached in the
cockpit. Both labels shall contain details of the component removed.
The authorized person removing the component must: -

a) Ensure that a MJO has been issued by Maintenance Planning
b) Enter in AFL of the aircraft from which it is robbed
c) Raise Serviceable Tag for return to stores in accordance with MOE Part 2.2.8.
d) Requisition the component from stores for fitment.
e) Ensure that action is taken for a replacement to be obtained. On obtaining a
replacement the following applies:
 Requisition the component from stores.
 Remove the identification labels from the appropriate location(s) after fitment
of component.
 Make entry in the AFL
2.24.5.3 Robbery from a serviceable component
Where a part is to be removed from a serviceable component the following applies:

a) Component involved is to be drawn from stores.
b) Ensure that a MJO has been issued by Maintenance Planning
c) The part required is removed by an authorized person and an identification label
attached.
d) The serviceable label is cancelled by endorsement: e.g. cancelled by robbery.
The unserviceable unit is routed back to stores in the normal manner and placed
in quarantine awaiting a replacement part.
e) On receipt of the replacement part, the procedures for the return to bonded
stores specified in MOE Part 2.2.8 of shall apply.
2.24.6 Technical Log Procedures
Refer to Summit Air’s CAME Section 1.1.1 for details on Technical Log entries
and handling procedures.
Issue: 02 Page 2-81

2.24.7 Defect Rectification
All defects entered into the AFL are to be cleared in the “Rectification/action taken”
block and certified by appropriately authorized certifying staff.
A defect may be transferred to a separate worksheet if the ‘Rectification/action taken’

dialogue is too excessive to enter into the ‘Rectification/action taken’ block. In this
case a short description without full detail of the rectification shall be entered into the
`Rectification/action taken’ block, along with the worksheet reference, and then
certified.
Where a duplicate inspection is required following the rectification of a defect, then

the second signatory shall make an additional entry into the `Rectification/action
taken’ column and certify in the normal manner. All duplicate inspection should also
be signed off in Duplicate Inspection Certificate Form.
NOTE: The definition and procedures relating to duplicate inspections are

contained in MOE Part 2.23.
2.24.7.1 Deferred Defects
Defects may arise during the operation of an aircraft, which for operational reasons
or lack of spares are unable to be rectified. It is recognized that an aircraft maybe
operated for a given period and for that reason each aircraft type has a related
Minimum Equipment List (MEL) as applicable that allows certain defects to be
carried forward.
These defects may be deferred by reference to the specific aircraft Minimum

Equipment List (MEL) as applicable and are referred to as ‘Acceptable Deferred
Defects’. (ADD)
NOTE: Where a defect is entered into the AFL that is not covered by the MEL
procedure, then that defect must be cleared and certified by an authorized person
before the aircraft may fly unless they do not “hazard seriously the flight safety”, and
the airworthiness of the aircraft.
The defects and conditions imposed by MEL are listed in CAME Section 1.1.2.
The MEL covered defects shall be raised by appropriately authorized certifying staff
or flight crew (out of base) and recorded on the DD form and in the AFL. A copy of
the DD form shall be delivered to Maintenance Planning section along with the
AFL/TLP. A second copy of DD Form shall be delivered to Production Planning so as
to facilitate the scheduling of the rectification. Production Planning shall keep a
record of such defects for tracking purposes. A third copy shall remain in the aircraft.
The above recording shall be transferred to the Master ADD Logbook by

Maintenance Planning for control and tracking purposes. Maintenance Planning shall
be in constant coordination with Production Planning to have the defects rectified
within the stipulated time frame.
Page 2-82 Issue: 02

2.24.7.2 Defect Recording Procedure
All defects shall be entered in the AFL. They must be rectified before release of
aircraft unless they are deferred IAW acceptable procedures.
For deferred defects all applicable details must be recorded on the appropriate DD
form and the AFL along with the time restrictions.
The defect is to be transferred from the current AFL page and details recorded on
the appropriate DD form to the Master ADD Logbook by Maintenance Planning
taking the next sequential ADD number.
Where the defect has rendered a system/part system inoperative then that system/
part system shall be placarded ìnoperative’. ‘INOP’ labels are carried in the aircraft.
In addition the circuit breaker for that system shall be pulled and ‘ringed’ unless that
circuit breaker supplies some other part of the system that remains operative.
On rectification of the defect the certifying engineer shall ensure that all ‘INOP’ labels
are removed and when clearing the defect in AFL a statement is to be annotated
stating that this action clears ADD defect number.
2.24.7.3 Allowable Cabin Defects
Cabin defects which are of a cosmetic nature and which do not constitute a hazard
to passengers or crew, are to be recorded in the Cabin Defects Log form. The defect
shall be rectified or deferred by the duty engineer.
When deferred a copy of the Cabin Defect form shall be delivered to Maintenance
Planning section along with the AFL/TLP. A second copy of DD Form shall be
delivered to Production Planning so as to facilitate the scheduling of the rectification.
Production Planning shall keep a record of such defects for tracking purposes. A
third copy shall remain in the aircraft.
The defect is to be transferred from the Cabin Defect Form to Master Cabin Defect
Logbook by Maintenance Planning for control and tracking purposes. Maintenance
Planning shall be in constant coordination with Production Planning to have the
defects rectified within a stipulated time frame.
The Cabin Defects Form shall also be available in three copies.
2.24.8 Minimum Equipment List (MEL) Procedures
Refer to Summit Air’s CAME Section 1.1.2 for details on MEL and its
application procedures.
2.24.9 Deferred Defect Procedures
The system of control required to review and monitor the rectification of ADDs within
the time scales laid down is as follows. The system requires liaison between
Maintenance Planning and Engineering Department and shall be administered by
the Maintenance Planning Incharge.
Issue: 02 Page 2-83

The ADDs entries for each aircraft shall be reviewed every seven days by the
Maintenance Planning Incharge and copies of the fleet listing sent to the Engineering
Director and Quality Director for their review.
For the raising, recording, control and clearing of ADD’s cross refer MOE Part
2.24.7.
The database or the Master ADD should have the following information recorded:
 A/C REG
 ADD NUMBER
 MEL NUMBER
 DETAIL OF DEFECT
 EXPIRY DATE OF DEFERRED DEFECT
2.24.9.1 Control of ADD’S
Once an ADD has been raised it is the Maintenance Planning Incharge duty to
monitor the expiry date and to progress the recovery of the system throughout the
period of the limitation. This includes the ordering and positioning of any required
spares, or if necessary, the aircraft to a base where the maintenance can be carried
out.
In the event of an ADD reaching the expiry date, away from a maintenance base,
then permission to extend the period of the defect may be requested. This
permission shall only be granted under the most extreme operational circumstances.
For extension of MEL related deferred defects CAAN approval shall be required.
Quality Director shall monitor the system as part of the internal company audit.
2.24.10 Workshop Procedures
Refer to MOE Section 1.8.2 & 1.9.3 for Capability and Workshop Procedures
Manual (SA-WSPM) for details.
2.24.10.1 Common Workshop Procedures
(a) Components are received in the workshops from stores accompanied by a work
order raised by Maintenance Planning detailing work required. Any modifications
required due to SB's etc. would also be detailed on this order.
(b) Component details are entered into the workshop register and a component
inspection/repair report raised.
(c) Work is accomplished and the component inspection/repair report completed
and a Certificate of Release to Service certified. The unserviceable label is
attached to the report, which is then forwarded to Technical Records to be filed.
(d) A serviceable label is completed and stamped by the authorized person. The
component is returned to stores along with the Serviceable label.
2.24.10.2 Wheel & Brake Shop
Page 2-84 Issue: 02

For details on Wheel & Brake Procedures refer to Workshop Procedures Manual
(SA-WSPM).
The Maintenance of Wheel & Brake shall be carried out in accordance with AMM /
CMM for the Wheels & Brakes of Summit Air’s fleet of aircraft.
Maintenance works carried out on Wheels & Brakes in the shop must be carried out
in accordance with the approved procedures / worksheets and certified by an
authorized person.
The related Task Cards for the Maintenance of Wheels and brake assembly are
given in the relevant maintenance Job Cards.
The Wheel & Brake Shop shall have space for Assembly / Disassembly/inspection. It
shall be equipped with a working bench with facility for compressed air. It shall be
also equipped with a tyre bead breaker and all required tools. It also shall have
sufficient lighting & power points and also a fire extinguisher shall be provided.
Safety placards shall also be prominently displayed. It shall have racks for manuals /
documents storage.
All technicians working in the disassembly & assembly of wheels shall be provided
with OJT for the same. The technicians may be granted authorization for certification
of wheel disassembly, inspection and assembly of wheels provided they meet the
following criteria:
 The technician must have aircraft maintenance experience of more than 5
years
 The technician must be able to read, understand & correctly interpret the
contents of the AMM and/or CMM.
 Minimum of 5 wheels must be disassembled, inspected & assembled under
the direct supervision of authorized AME
 An examination (oral & practical) shall be conducted by Quality Director after
the technician has been recommended for authorization by the Engineering
Director
2.24.10.2.1 Wheel & Brake Shop Procedures
1. Unserviceable Wheels or Brakes removed from aircraft shall be returned to

stores along with the U/S tag.
2. Stores shall complete the RMF and make an entry in to the Rotable Cardex (SA-
101) and send the completed copy of RMF to Material Planning.
3. Material Planning shall make an entry in to the Rotable Cardex and prepare the
Shipping/Dispatch Order and MJO or Repair Work Order and send the copy of
Shipping/Dispatch Order and MJO / Repair Work Order to Stores.
4. Stores shall make an entry in to the Rotable Cardex and dispatch the Wheel or
Brake to W&B Shop for necessary repair/maintenance along with the copies of
Shipping/Dispatch Order and MJO.
5. Upon receipt of the U/S Wheel or Brake the W&B Shop shall start the
repair/maintenance work in accordance with the appropriate maintenance manual
and/or CMM using the job card / procedures sheet.
6. After completion of repair/maintenance the Wheel or Brake shall be returned to
stores along with the appropriately signed/stamped copy of Certificate of Release
Issue: 02 Page 2-85

to Service (CAAN Form 1). The signed worksheet shall be maintained by the
shop.
7. Store shall retain the Form 1 with the wheel or brake assembly. The serviceable
wheel or brake shall be subjected to incoming material inspection and a
serviceable tag issued after successful inspection and then the stores shall raise
the goods Received Report (Overhaul / Repair) and enter in the Rotable Cardex.
A copy of this report shall be sent to Material Planning by Stores.
8. Store shall stock the Wheel or brake in to the Store or deliver the item to outside
party where applicable after receipt of payment.
Note: CAAN Form 1 must be issued by authorized certifying personnel and a copy of
Form 1 must move with the item / component.
2.24.10.3 Battery Shop
The Maintenance of aircraft battery (as per capability list in MOE Section 1.8.4 &
1.9.3) shall be carried out in accordance with relevant AMM / CMM for the aircraft
battery.
Maintenance works carried out on aircraft battery in the shop must be carried out in
accordance with the approved procedures / worksheets and certified by an
authorized person.
The related task cards for the maintenance of aircraft battery shall be derived from
the relevant AMM and/or CMM of the battery.
The Battery Shop shall have different segregated space for inspection for different
types of aircraft battery being serviced. It shall be equipped with a working bench
with facility for service /test equipment (Christie Reflex Charger (RF80-K). It shall be
equipped with all necessary tools such as torque wrench, digital mustimeters, etc
and also racks for manuals / documents storage.
It also shall have sufficient lighting & power points and also a fire extinguisher shall
be provided. Safety placards shall be prominently displayed.
2.24.10.3.1 Battery Shop Procedures - General
Note:
 The following is a general procedure for Summit Air aircraft battery.
Detailed procedure is listed in the Workshop Procedure Manual (SA-
WSPM).
 Aircraft batteries of outside customers may be serviced using their
supplied task cards or task cards developed inhouse using the respective
battery’s CMM.
1. Unserviceable battery removed from aircraft shall be returned to stores along

with the U/S tag.
2. Stores shall complete the RMF and make an entry in to the Rotable Cardex
and send the completed copy of RMF to Material Planning.
Page 2-86 Issue: 02

3. Material Planning shall make an entry in to the Rotable Cardex and prepare
the Shipping/Dispatch Order and MJO or Repair Work Order and send the
copy of Shipping/Dispatch Order and MJO / Repair Work Order to Stores.
4. Stores shall make an entry in to the Rotable Cardex and dispatch the aircraft
battery to Battery Shop for necessary servicing / repair / maintenance along
with the copies of Shipping/Dispatch Order and MJO.
5. Upon receipt of the U/S aircraft battery the Battery Shop shall start the
repair/maintenance work in accordance with the appropriate maintenance
manual and/or CMM using the job card / procedures sheet.
6. After completion of repair/maintenance the aircraft battery shall be returned to
stores along with the appropriately signed/stamped copy of Certificate of
Release to Service (Form 1). The signed worksheet shall be maintained by
the shop.
7. Store shall retain the Form 1 with the aircraft battery. The serviceable aircraft
battery shall be subjected to incoming material inspection and a serviceable
tag issued after successful inspection and then the stores shall raise the
goods Receive Report (Overhaul / Repair) and enter in the Rotable Cardex. A
copy of this report shall be sent to Material Planning by Stores.
8. Store shall stock the aircraft battery in to the Store or deliver the item to
outside party where applicable after receipt of payment.
Note: CAAN Form 1 must be issued by authorized certifying personnel and a copy of
Form 1 must move with the item / component.
2.24.11 Ground Running
2.24.11.1 General
To provide for safe and economical ground running of aircraft engines, the following
procedures are to be adhered to:
1. Only persons examined and approved by the Quality Assurance may be in

charge of ground running operations.
2. The person in charge shall occupy the left-hand seat at all times that engines
are running except when instruction is being given, when a briefing must be
carried out to determine all actions in the event of an emergency.
3. While carrying out a Ground Performance Run appropriate ground run sheets
must be used.
2.24.11.2 Pre-starting
An external inspection must be made covering at least the following which is generic.
Note: For details on pre-starting procedures refer to the POH / Flight Manual on
board.
1. Safe positioning of the aircraft regarding wind, other aircraft, buildings and
vehicles. When necessary a look out is to be positioned to prevent persons or
vehicles entering the danger zone.
2. Cleanliness of the immediate area for debris, equipment etc.
3. All access equipment is to be moved to a safe area.
4. Air Intakes for obstructions, freedom from ice.
Issue: 02 Page 2-87

5. Correct placing of chocks and ground power unit(s). Aircraft may have special
chocking restrictions, which must be observed.
6. Ensure fuel contents.
7. Observe ground run time limitations where applicable in order to maintain
temperature limitations as per requirements of the systems
2.24.11.3 Communications
It is mandatory to have ground communications (verbal or visual) with the safety look
out person outside. Radios may be used for this purpose or visual acceptable signals
may be used. Where possible communication should be maintained on VHF with the
airfield control tower on the prescribed frequency, and instructions from them are to
be obeyed.
2.24.11.4 Composition of crew
Minimum number of persons required to run engines is two (one inside and one
outside). One person is to be nominated for external safety look out. Where engine
operation requires manning of control by a second crew then additionally a third
person shall be required. The person in charge my not leave his position to operate
other controls while the engine is running.
2.24.11.5 Use of check lists
Published checklists are to be used at all times. These may either be the one in the
Maintenance Manual or the POH / Flight Manual.
2.24.11.6 Engine handling
All control operations should be in a gentle manner to prevent damage to the engine.
Any restricted running speeds should be avoided whenever possible and take-off
power only used when essential to the test in progress. When instrumentation is
suspect or a control adjustment is being checked, extreme caution is to be exercised
when nearing maximum power to avoid possible over speed/over temperature.
2.24.11.7 Shut down
A period of idle must be allowed after running to allow temperatures to stabilize. This
time varies with different engines &installations and the AMM and POH / Flight
Manual shall be consulted.
2.24.11.8 Recording
All running times and fuel burn offs are to be recorded. Any defects noted in any
system during the ground run are also to be recorded.
2.24.11.9 Fuel conservation
Careful co-ordination of functional checks must be observed to keep fuel

consumption to an absolute minimum.
Page 2-88 Issue: 02

2.24.12 Aircraft Pressure Runs
This is not applicable to Summit Air fleet of aircraft (L410 UVP – E20) as it is a non-
pressurized aircraft.
2.24.13 Contract Staff
2.24.13.1 Purpose
The purpose of this procedure is to define the requirements for the use of contract
staff when required during the periods of heavy workloads.
2.24.13.2 Responsibility
It is the responsibility of the Production Planning Incharge or the Base Maintenance

Incharge to determine the requirements for the use of contract staff and the numbers
required and to seek authority from the Engineering Director for their use.
2.24.13.3 Procedure
It is important that no Contract Staff are used unless they are appropriately qualified
and hold licence / authorization for the task in which they are to be used.
The following procedure is to be used once the requirement for the use of Contract
Staff has been identified:
1. That they have served an appropriate apprenticeship / training within the

industry.
2. Each toolbox of the contract staff (where applicable) is to be inspected prior to
the commencement of work to ensure that they have the minimum tools for
the functions to be carried out.
3. If the above criteria has been satisfied then the Contracting Staff are to be
advised of the appropriate health and safety requirements in force at the
Company before work is commenced.
4. All Contracting Staff shall be briefed about the Company Procedures before
commencement of work and this shall be recorded.
5. For contract staff to be utilized for more than three months a training on
human factors shall be provided unless the contract staff can provide
documentary evidence of having undergone such training in the preceding
two years period.
6. At the termination of the contracted period the Engineering Director should
then obtain appropriate signature and ensure that all signatory documents are
completed prior to leaving the aircraft or site.
2.24.14 Navigation Database
The Navigation Data Base consists of route planning and navigation information
recorded on either an electronic data card, diskette or data cartridge. The information
is used to update the GPS database when used for Navigation purpose.
Issue: 02 Page 2-89

2.24.14.2 Responsibility
It is the responsibility of the CAM Department to ensure that the NAV databases are
subscribed to where applicable. The databases are, generally, downloaded from the
Jeppesen or Garmin web site.
After downloading of navigation databases Maintenance Planning shall ensure

databases have the appropriate documentation including its validity. The databases
shall be held with Maintenance Planning until required on aircraft.
2.24.14.3 Handling
The downloaded databases are transferred to data card to be loaded on to the

respective aircraft. The cards must be protected from heat, direct sunlight and strong
magnetic fields.
2.24.14.4 Distribution
Navigation Databases shall be issued along with MJO to the station where the
relevant aircraft shall be so as to enable update as required.
2.24.14.5 Validity
The Navigation database shall be updated as and when made available but not to
exceed periods as determined by CAAN requirement or the OEM. Validity dates
shall be displayed on the aircraft GPS where applicable.
Note: Generally, the navigation databases are valid for 28 days.
2.24.14.6 Data Loading
Qualified certifying personnel shall carry out database loading. Database

replacement shall be recorded as an action in AFL.
2.24.14.7 Return of Expired Databases
Expired databases are to be returned to Maintenance Planning where applicable.
2.24.15 Shelf Life Procedures
2.24.15.1 Policy
Rotable components may have a shelf life as stated by the manufacturer. When not
stated the rotables are assumed to have infinite shelf life. However, if the rotable
items have not been used for a long period (over three years for mechanical
components and over two years for avionics components) they shall be visually
checked for any external deterioration to ensure their continued serviceability. The
serviceable tag of the component shall be revalidated by the material inspector.
At the end of the shelf life period (where applicable) the component shall be removed
from stock and routed to an appropriately approved organization for appropriate or
Page 2-90 Issue: 02

sufficient work to be carried out to enable the item to be recertified (e.g. bench
check)
The serviceable label for all components/parts shall have the shelf life annotated
(where applicable) in the space provided on receipt by goods inwards.
The expiry date of controlled items shall be the last date of the month specified and
shall be based on: -
1. For rotable/repairable items (where applicable), the date of manufacture or

overhaul, or if not known, the date of receipt into stores.
2. For consumable spares, the date of manufacture or, if this is not known, the
date of first receipt into stores.
3. For high-pressure vessels subject to hydrostatic test, the earliest scrap date
or hydrostatic test date as indicated on the item.
4. For aircraft batteries and battery packs, the capacity test date as indicated
on the item or the expiry date label
5. For rubber seals / packings, the reference point from which shelf life shall be
determined is the cure date which is generally marked on all packings.
6. For all other items, the date defined on the packing or, if not marked, the
date first received into stores.
Where an item has a definite calendar/shelf life defined in the aircraft maintenance
program, this takes precedence over instructions specified in this section.
Any spares and material not covered by the procedures of this section may be used
provided they appear serviceable and do not exceed the manufacturer’s shelf life.
Shelf life depends on observing current storage procedures. Adverse conditions

must therefore be taken into account when determining any variations to these
procedures.
2.24.15.2 General Requirements
The stores incharge shall control these procedures. He shall control the shelf life
system and be responsible for removing the time expired items from stock.
Expiry dates are calculated on the limits shown in these procedures and do not
include the month of receipt, overhaul or manufacture.
Example
An item received, overhauled or manufactured in December 2009 with a shelf
life of 12 months shall not expire until December 2010.
This date must then be entered in the life remaining block on the serviceable label
for rotable items.
NOTE: Various quantities of rubber goods and flexible hoses are held in
stock. It is not practical to list these items individually. Reference should,
therefore, be made to the appropriate part of these procedures to establish
the shelf life of these items.
Issue: 02 Page 2-91

2.24.15.3 General Guidelines for Shelf Life Control
NOTE: Shelf Life Report shall be generated by Stores at least once in three months
using the software. This report shall be used to monitor the shelf life.
These guidelines are to be followed where a specific part is not listed:
2.24.15.3.1 Structural Parts
Parts of aircraft and engine structure, which do not incorporate bearings, seals or
other rubber items subject to deterioration, may be considered to have an infinite
shelf life unless otherwise specified by the manufacturer. Parts having rubberized
items such as seals will be considered to have 20 years of shelf life from the date of
manufacture or receipt in stores.
2.24.15.3.2 Hydraulic Components
Providing units are stored in the conditions defined in these procedures, the
component is filled with normal usage hydraulic fluid and all parts are capped with
seal blanks, the component has an infinite shelf life.
NOTE: Hydraulic component may be life limited by some other factor, i.e.
motor, flexible hose etc.
2.24.15.3.3 Radio/Radar components
All radio, radar and associated navigation rotable components maybe subjected to
the shelf life if stated by the manufacturer. Items which become shelf life expired
must be sent to an approved organization to undergo re-life and functional check
procedure. (bench check)
2.24.15.3.4 Cased Flight Instruments
Instruments associated with flight systems, autopilot and navigation systems are
subject to the shelf life if stated by the manufacturer. Items which become shelf life
expired must be sent to an approved organization to undergo re-life and functional
check procedure. (Bench Check)
2.24.15.3.5 Cased Engine and other Instruments (including their

transmitters)
Instruments associated with engine function or other system functions are subject to
the shelf life if stated by the manufacturer. Items which become shelf life expired
must be sent to an approved organization to undergo re-life and functional check
procedure. (bench check)
2.24.15.3.6 Gyroscopic equipment
All equipment-containing gyroscopes are to be energized and the gimbals exercised

for 1 hour at 12 monthly intervals. This equipment is subject to the recommended
manufactures shelf life. Items which become shelf life expired must be sent to an
Page 2-92 Issue: 02

approved organization to undergo re-life and functional check procedure (bench

check).
2.24.15.3.7 All other Electrical, Instrument and Avionic

equipment
Equipment with moving parts or containing parts, which are liable to deteriorate in
storage, is subject to the manufacturer’s shelf life.
Equipment which does not contain moving parts which are not liable to deteriorate in
storage has an indefinite shelf life i.e. switches, relays, filaments, cable,
transformers, H.E. ignition units, pitot heads, aerials, wave guides, speakers,
microphones, etc.
2.24.15.3.8 Wheels and Tyres
1. Built up wheels and tyres have a shelf life of 12 months. Assemblies may be re-
lifed after 12 months in house. The assembly should be inspected for evidence
of corrosion. Bearings should be checked for corrosion and re-packed with
grease. Storage inflation pressure should be checked (approx 30 psi.)
2. Tyres should be inspected after 2 years and thereafter at yearly intervals up to
and not exceeding 5 years from the date of manufacture. Any extension of the
storage period shall be subject to the manufacturer recommendation. Where
date of manufacture is not available, date of receipt in stores shall be
considered.
3. Wheels without tyres fitted shall have an indefinite shelf life.
2.24.15.3.9 Survival Equipment
Survival equipment shall have a shelf life of 12 months unless otherwise stated by
the manufacturer or in the maintenance program. Items which become shelf life
expired must be opened up and inspected before further storage or sent to an
approved organization to undergo re-life prior to installation on an aircraft as
applicable. New life jackets shall have a life of 10 years after which they shall
scrapped.
2.24.15.3.10 Paints, Fluids, Sealants, Greases, Adhesives and

Compounds
The shelf life shall be the manufacturers shelf life specified on the container or its
documentation. Any container rusted, corroded or leaking shall be scrapped.
2.24.15.4 General Guidelines for Rubber Materials
Rubber and synthetic materials have a reference point from which shelf life is
calculated. This point is the cure date, which is marked on all new items. This cure
date is often shown as the quarter of the year, followed by the year.
E.g. 3Q10 cure date is third quarter (July, August, September) – 2010.
Age and therefore shelf life is calculated from the end of the quarter of
manufacture, which is from September 2010.
Issue: 02 Page 2-93

For small parts unable to be marked, such as seals, the information is marked on the
packaging. In addition, most manufacturers have details of part marked such as
items part number, batch number, and coding of the polymer group into which they
fall.
‘O’ Rings or packings that do not have the expiry date marked shall be considered to
have 20 years of shelf life from the cure date.
2.24.15.5 Recertification Inspection Procedure
Batches of items of the same part number and cure date shall be sample checked by
withdrawing 2% or 1 item (whichever is the greater) from stock for inspection, as
follows:
2.24.15.5.1 Procedure
1. Using 10x magnification to view, stretch seal to 20% in excess of its

internal diameter. If cracks are visible items should be rejected.
2. Items should not appear tacky or resinous and free from deterioration.
3. Check for permanent distortion, flat or other obvious physical defects.
4. Check for surface hardening, blistering and peeling.
5. Check for corrosion in any metal element in bonded rubber to metal
assemblies.
If examination shows any of the above defects, then further items from the same
batch must be examined. If a significant number fail inspection then the whole batch
should be rejected. A person authorized by the Quality Director shall carry out
inspection.
2.24.15.6 General Guidelines for Flexible Hose Assemblies
Rubber and synthetic hoses have a reference point from which shelf life is
calculated. This point is the cure date, or, in the case of assembled hoses, the date
of manufacture.
For hoses with a finite calendar life specified in the aircraft maintenance program,
that life shall be the controlling factor.
2.24.15.7 Disposal of Shelf Life Expired Items
Rubberized items, hoses or any other items that cannot be relifed after expiry of
shelf life shall be treated as beyond economic repair or unsalvageable and shall be
disposed in accordance with the procedures laid down in Section 2.2.12.
2.24.16 Aircraft Battery Storage & Service Procedures
Lead-Acid and nickel-cadmium batteries are the two most common types of batteries
used in aircraft. These batteries possess different characteristics and, therefore,
should be maintained IAW the manufacturer’s instructions.
Page 2-94 Issue: 02

Note: Valve regulated sealed Lead Acid battery is maintenance free with respect to
electrolyte replenishment. Under no circumstances should any attempt be made to
introduce any substances, e.g. acid, distilled water or alkali, to the battery.
2.24.16.1 Storage Limitations – General
Note: The below storage limitations are generic in nature. For specific battery,
refer to their CMM.
 Batteries are serviced and charged at the factory prior to shipment.

 Batteries must stored in an upright manner in a cool and dry place.
 Lead-acid batteries always should be stored in the charged state. If allowed to
remain in the discharged state for a prolonged time period, the battery becomes
damaged by “sulfation.” Sulfation occurs when lead sulfate forms into large, hard
crystals, blocking the pores in the active material. The sulfation creates a high
impedance condition that makes it difficult for the battery to accept recharge. The
sulfation may or may not be reversible, depending on the discharge conditions
and specific cell design.
 As sealed lead acid batteries (SLA) are supplied only in the activated state (i.e.,
with electrolyte), periodic charging is necessary to overcome the effects of self-
discharge and to prevent sulfation.
 For maximum battery life, boost charge when open circuit voltage is below 25.0
volts for 24 volt batteries and 12.5 volts for 12 volt batteries
 Batteries that have not been recharged when stored for long periods are to be
conditioned and tested before being placed in service.
2.24.16.2 Precautions
 CAUTION: Aircraft batteries are certified to have certain minimum capacity for
emergency operations in the event of a electrical generator system failure. Never
“Jump Start” an aircraft that has a discharged or “Dead” battery.
 WARNING: ELECTRIC SHOCK HAZARD. Do not touch uninsulated portion of
the connector or the battery terminals. A possibility of serious electrical shock
exists.
 WARNING: ELECTRIC SHOCK HAZARD. Do not lay tools or other metal
objects on the battery as arcing or explosion could occur. Remove conductive
jewelry before working around battery, charger, or test equipment.
 CAUTION: ELECTRIC BURN HAZARD. Do not wear conductive rings, belt
buckles, or other jewelry when working with batteries, chargers, or test
equipment. Do not lay tools or other metal objects on the battery as arcing and
severe burns could occur.
 WARNING: Batteries on charge or discharge produce hydrogen gas, which can
explode if ignited. Do not smoke, use an open flame, or cause sparking near a
battery. Charge, service or test a battery only in a well ventilated area. The use
of exhaust fans may reduce the risk of explosion.
 WARNING: Batteries contain sulfuric acid which will cause burns. DO NOT
TOUCH EYES AFTER TOUCHING BATTERY. Do not get acid in your eyes, or
on your skin, or clothing. In the event of acid in the eyes, flush thoroughly with
clean cool water for several minutes. Get professional medical attention. Refer to
battery MSDS for additional information.
Issue: 02 Page 2-95

 WARNING: Wear proper eye, face and hand protection at all times when
working with batteries. Know the location and use of emergency eyewash and
shower nearest the battery charging area.
 CAUTION: To prevent damage to the connector, arc burns, or explosion,
batteries should never be connected or disconnected while being charged or
discharged. Batteries must be connected or disconnected only when the circuit is
open. Ensure the aircraft battery switch, external power source, or the charger /
analyzer is in the OFF position before connecting or disconnecting the battery.
Battery terminal protectors should be installed whenever the battery is not
connected in the aircraft or to the test equipment.
 CAUTION: Batteries contain hazardous materials. Know the location and
proper use of emergency response materials. Refer to battery Material Safety
Data Sheet (MSDS) for additional information.
 Caution / Warning: Only constant potential charging may be done on the aircraft.
DO NOT constant current charge a battery on the aircraft. There may be a
serious risk of injury to personnel and / or damage to the aircraft or aircraft
systems due to high voltage and generation of explosive gases when charging
constant current.
2.24.16.3 Sealed Lead acid aircraft batteries

2.24.16.3.1 Definitions
 Valve regulated battery – A lead acid battery in which there is no free electrolyte.
This battery requires no maintenance of the liquid level and recombines the
gases formed on charge within the battery. The battery may be used in any
attitude without danger of leakage or spilling of electrolyte.
 Rated capacity C1 – Quantity of electricity in Ampere-hours (Ah) which the cell
or battery is capable of delivering in 1 hr.
 End Point Voltage (EPV) – Unless otherwise stated, during discharge the battery
voltage corresponding to a mean voltage per cell of 1.67 Volts for lead-acid
batteries. (20 EPV for 24 volt batteries).
 Open circuit voltage (OCV) – The voltage of the battery at rest (no charging or
discharging current present). A stable OCV requires a rest of at least four hours.
2.24.16.3.2 Airworthiness Limitations:
There are generally no airworthiness limitations associated with the installation of a

valve regulated lead acid battery in an aircraft. But reference should be made to the
relevant aircraft Chapter 4 and/or Chapter 5 and the CMM of batteries for any
specific limitations.
2.24.16.3.2.1 Scheduled inspections
Note: For servicing limitations, reference should be made as follows:

1. Concorde RG Series (RG-CIS25): L410 AMM Supplement 280; CMM Doc 5-
0171.
2. Gill 7000 Series: CMM Doc Q01-1101
3. Other battery makes: Respective CMM document
Page 2-96 Issue: 02

2.24.16.3.2.2 Non-scheduled Inspections
 Capacity check if abnormal slow engine starting performance is noted.

 Capacity check if abnormal high charging current is required to maintain the
battery at buss voltage.
2.24.16.3.2.3 Charging the battery
Constant Potential (CP): As a general rule charge at 14.1 volts for 12 volt batteries
or 28.2 volts for 24 volt batteries until the charge current stabilizes for 1 hour.
Note: For charging information & limitations reference should be made as follows:
0171.
Caution / Warning: Only constant potential charging may be done on the aircraft.
DO NOT constant current charge a battery on the aircraft. There may be a serious
risk of injury to personnel and / or damage to the aircraft or aircraft systems.
2.24.16.3.2.4 Capacity test of valve regulated sealed lead

acid battery:
Refer Gill Aircraft Battery CMM Doc Q01-1101 and Concorde RG Series CMM Doc
5-0171 for specific details on capacity test and in life servicing instructions.
2.24.16.3.2.5 Component Overhaul Schedule:
No component overhaul required for this type product.
2.24.16.3.2.6 Repair / Replacement:
Repairs should be performed only by the manufacturer approved battery shop.
Replacement may be made by removing and installing a new battery in accordance

with the instructions in AMM.
2.24.16.3.2.7 Charging Facilities:
Note: Valve regulated sealed lead acid batteries may be serviced in any battery
facility, including nickel cadmium service facilities. The battery is sealed to prevent
cross contamination of the electrolyte.
2.24.16.3.2.8 Conditioning procedure:
Note: For conditioning procedures & limitations reference should be made as

follows:
0171.
Issue: 02 Page 2-97

2.24.16.4 Ni-Cd Battery
Nickel Cadmium (NiCad) aircraft battery is an important ‘In flight’ safety device and
requires regular and detailed servicing. Alkaline batteries contain highly corrosive
electrolytes, and during charging they release noxious gases of an explosive and
volatile nature. Battery bays and charging procedures must therefore conform to
certain standards, which must be periodically monitored. This safety standard falls
roughly into two groups.
(A) Buildings, fittings, equipment etc. To conform to the following criteria
1. Floor and charging benches must be impervious to alkaline

contamination.
2. Segregation of lead acid and alkaline facilities.
3. Main fittings to be flame proof standard.
4. Facilities for separate storage of alkaline and distilled water containers.
5. Separate vessels for the breaking down of alkaline electrolyte, (pottery or
glass).
6. Draining board for battery washing and a supply of running water.
7. Adequate ventilation for rapid dispersal of fumes etc.
8. Supply of protective clothing including goggles for the operative.
9. First aid box, including eye irrigator and neutralizing agent, Boric acid
solution for alkaline.
10. CO2 or BCF Fire extinguishers.
11. ‘No Smoking’ notices permanently displayed.
12. Container of sawdust for electrolyte spillage.
13. All relevant maintenance manuals required for the servicing of batteries to
be readily available to battery room operative.
14. Charging equipment and specialist tools used for alkaline battery servicing
must NOT be used on any lead acid equipment the company may have
(B) Safety precautions to be observed by battery bay personnel: -
1. No Smoking or naked lights.

2. Do not charge batteries or banks of batteries in parallel.
3. Do not charge batteries of different capacities in series.
4. When mixing electrolyte always add alkaline to water and ensure
presence of safetyman
5. Tools must not be rested on top of a battery. Where possible only insulate
tools must be used
6. When making connections to batteries, always use an insulated cable of
ample cross sectional area with the correct end fittings.
7. Before connecting the supply leads and switching on, fit all connecting
cables between batteries and check each joint for tightness as it is made.
Loose connections cause sparking with consequent risk of explosion.
8. Batteries give off highly explosive vapour, especially when they are
nearing the end of a charge cycle and care must be taken to avoid
explosion of the vapour.
Page 2-98 Issue: 02

9. Protective clothing must be worn at all times when handling batteries or

electrolytes, in addition goggles must always be worn when handling
alkali.
10. Ensure there is always free access to the first aid box and that it is fully
stocked.
11. Make sure personnel are familiar with the first aid requirements in respect
to alkaline burns and electric shock.
12. Make personnel familiar with the operation and use of the firefighting
equipment provided.
2.24.16.4.1 Servicing of Ni-Cd Battery:
Ni-Cd battery shall be subjected to a three monthly and annual inspection/servicing

IAW the instructions laid down in AMM and/or CMM. While servicing reference
should be made to respective aircraft AMM or the OEM CMM.
2.24.16.5 Disposal
Lead, the major constituent of the lead-acid battery, is a toxic (poisonous) chemical.
As long as the lead remains inside the battery container, no health hazard exists.
Improper disposal of spent batteries can result in exposure to lead. The same
processes used to dispose or recycle automotive batteries are used to dispose or
recycle aircraft lead acid batteries.
Nickel cadmium batteries are considered toxic and cannot be disposed of in regular
trash. The chemicals inside will leach out into landfills if thrown out in regular trash,
poisoning the landfill area. They must be disposed of in a safe, environmental and
ethical manner.
2.24.17 Storage of Oxygen Cylinders
The following shall be adhered to while storing pressurized oxygen cylinders in the
Stores:
1. Completely close the valves, and keep the valve protection devices, such as
caps or guards, securely in place when cylinder is not in use.
2. They shall be stored in a well-protected, well-ventilated, dry location in the
Stores, at least 20 feet from highly combustible materials such as oil.
3. Cylinders shall not be kept in unventilated enclosures such as lockers and
cupboards.
4. Place them in a location where they will not be subject to mechanical or
physical damage, heat, or electrical circuits to prevent possible explosion or
fire.
5. Keep cylinders away from pedestrian traffic.
6. Full and empty cylinders should be stored separately in clearly marked areas.
7. Objects should not be stored on top of gas cylinders.
Note: The above shall be followed for storage of all pressurized gas cylinders inside
buildings.
Issue: 02 Page 2-99

2.24.18 Flight under CAAN “Permit to Fly”
NCAR allows for the issue of a Permit to Fly to an aircraft when the Certificate of
Airworthiness is temporarily invalid (for example as a result of damage or when a C
of A cannot be issued because the aircraft cannot comply or has not yet been shown
to comply with all the essential requirements for airworthiness) but has been shown
to be capable of performing safe flight under specified conditions.
 Carrying out C of A Test Flight when C of A has expired due time factor
 Flights to a place of storage or to a place where maintenance/painting is to be
carried out.
 Flights necessary for the issue or re-validation of a C of A of an already
approved design.
 Delivery or export of a new aircraft where the design is approved.
 Positioning flights for normal maintenance from areas where maintenance of
aircraft is not practicable or feasible but after a temporary repair or
maintenance has been carried out.
2.24.18.2 Application
An application shall be made to CAAN for the said purpose in applicable CAAN
document (CAAN Form B.4.1) provided in NCAR Chapter B.4. The CAAN may
specify additional inspections and/or tests where considered necessary.
The CAAN shall issue Permit to Fly when satisfied that the condition of the aircraft
has been properly assessed by the applicant and is in a condition to perform a basic
flight or series of flights safely. The permit may contain conditions and limitations
under which the flight(s) may be made. The CAAN retains the right to carry out a
survey inspection of the aircraft and/or associated records to verify the airworthiness
of the aircraft prior to the issue of a Permit to Fly.
Before flight, the aircraft shall be inspected by an appropriately qualified and

authorized person and must be inspected to sufficient depth in accordance with
procedures contained in the appropriate manual to ensure the aircraft is in safe
condition and is fit for the purpose of the particular Special Flight Permit / Permit to
Fly. Any maintenance required as a result of the inspection must be assessed and
performed by suitably qualified and authorized person and maintenance essential for
the operation of the intended flight carried out and certified before the flight.
Following the completion of required maintenance, a Certificate of Release to

Service (CRS) with deferred defect, shall be issued by suitably qualified and
authorized person and also entered in the aircraft TLP.
2.24.19 Scrapping Of Parts
Disposal of unsalvageable components (cross refer 2.2.12)
These aircraft parts and materials should be mutilated by grinding, burning, and
removal of a major lug or cutting into smaller pieces whenever practical. If the parts
Page 2-100 Issue: 02

are to be use for a legitimate non-flight reasons like training and education aids,
research and development, or non-aviation applications, the component should be
marked in permanent fashion like stamping with a metal stamp with the words ”NOT
SERVICEABLE”.
All procedures laid down in MOE Section 2.2.12 shall be followed.
2.24.20 Test Flight
A "Flight Test" means the flying of an aircraft under specified test conditions for the
purpose of assessing its performance or Airworthiness condition.
An aircraft shall be flight tested subsequent to major maintenance which has entailed
substantial structural repairs, the replacement of major components such as
engines, lifting surfaces or modifications affecting the flight or operational
characteristics of the aircraft.
Note: No flight test is required if lifting surfaces are removed and reinstalled in their
original position after inspection which does not call for any repair or disturbance of
control elements.
Flight test may also be carried out for the purpose of evaluating fuel consumption,
engine power, aircraft performance or performance of avionic systems whenever
verification is necessary beyond the limitations of ground testing.
A flight test shall also be conducted when CAAN so directs or as per the directive of
the CAM Department.
Note: C of A test flight is not mandatory for either issuance or renewal of C of A as

per CAAN circular AW/496/74/75 dated 29 March 2018.
2.24.21 Temporary Line Stations
A temporary line station may be approved by the company for a period of up to six
months. After this period the CAAN is to be informed so that it may be incorporated
into their audit schedule.
The line station is to be approved by the Quality Assurance (where applicable) by

means of a station audit to confirm that the facilities are adequate, technical data is
available with the correct amount of personnel, tools and spare parts to support the
station.
2.24.22 Maintenance outside approved location
Maintenance of aircraft other than approved locations shall not be carried out unless
it is required due to unserviceability of the aircraft or due to the necessity of
supporting occasional line maintenance.
Should such scenario arise, Engineering Department shall delegate appropriate

certifying personnel and technicians, as may be required, to these stations. All
necessary worksheets and related MJO shall be delivered to these temporary
Issue: 02 Page 2-101

stations by the Maintenance Planning either through hard copies or soft copies via
email.
Along with the manpower, other resources such as tools, equipment, materials, etc
shall also be stationed at those locations as required. While performing maintenance
all maintenance and required documentation procedures specified in Section L2
shall be followed.
The temporarily stationed certifying person shall make all arrangements to have the
signed documents along with AFL delivered to Kathmandu as early as possible.
Alternatively, these may be scanned and emailed for immediate information. The
Production Planning Incharge shall remain in constant communication with the
certifying engineer with regards to the aircraft maintenance status.
Note: For maintenance works on components, being carried out at locations

of subcontractors, procedures listed in Section 2.1.4 & 2.1.5 must be followed.
2.24.23 Handling & Control of Waste Materials
Refer MOE Section 2.7.4.7
2.25 Procedures to Detect and Rectify Maintenance Errors

2.25.1 Aims and Objectives of error management system
Summit Air shall have error management system to improve the capability of its
Aircraft Maintenance operation. It shall identify and mitigate risks, to safe and
efficient activities, by recognizing and addressing physiological limitations of the
people conducting those activities.
2.25.2 Description of process that reports occurrences
Summit Air shall have an internal Air Safety Reporting / Mandatory Occurrence
reporting system to report all occurrences and near misses. Also cross refer MOE
Section 2.18.
2.25.3 Description of process that investigates occurrences
Summit Air shall conduct interviews with the appropriate personnel to find
 What the contributing factors were to the error.

 What ideas the engineer has for improving/fixing the contributing factors.
2.25.4 Description of the process that records occurrences
Summit Air shall record occurrences in hard file.
2.25.5 The analysis of occurrence data
Each occurrence shall be reviewed so that all contributing factors are identified to
Senior Management so that improvement processes can be put in place. A feedback

report is to be sent to the person involved and a bi-annual analysis of all occurrences
published. This shall also form a topic to be discussed on the continuation training
Program.
The occurrences are to be reviewed on a three month basis to identify if there are
any trends and shall be discussed at meeting between Quality Director, CAM
Director, Operations Director and Accountable Manager. However, the meetings
may be arranged only when a meaningful number of occurrences have been logged.
2.26 Shift / Task Handover Procedures

2.26.1 Purpose
Summit Air works in either single shift or multiple shifts depending on the base / line
station location and the nature of the maintenance tasks to be carried out.
Two shifts are adopted at Kathmandu line station with at latest half to one hour
overlap between shifts for handover briefing. A shift register shall be maintained for
handover tasks recording be4sides the verbal briefing.
Line & Base Maintenance Incharges / Duty Engineers shall coordinate this. As far as
possible people shall not be allocated for more than 12 hours of duty in a day
considering human factor limitations
Summit Air shall not carry out maintenance in night shifts to prevent sleep disorders.
Hence, existence of circadian rhythms due to sleep disorders is minimal or
nonexistent.
It is the responsibility of the Duty Engineer or Line & Base Maintenance Incharges to
ensure that the requirements of this procedure are adhered to.
2.26.3 Procedure
When shift system is employed a shift handover diary is to be maintained at each

station. This record services two purposes, it is a historical record of the activities at
the station and such is required by Part 145.A 47(c). Also it enables station/duty
engineers to communicate between shifts.
The format shall be of a page for a day with staff present annotated accordingly.
Provision shall be made for the subject aircraft or item for the action taken or
required and acknowledgement of task completion.
Technical information regarding aircraft defects, inspections, robberies etc should

not be less informative than the tech-log or work pack. Any supplemental details
regarding spares, tooling and test equipment shall be recorded adjacent to related
entries.
The handover of outstanding maintenance tasks must be clear and a reinforcement

of open entries in aircraft documentation, the completion must be annotated in the
shift log. The off going shift must annotate the log for correctness.
On-coming shifts must annotate that they have read and understood the
requirements and contents of the previous shift entries. No ambiguity should exist
regarding previous entries and outstanding requests. If there are any doubts about
the entries the previous shift leader is to be contacted by mobile phone to clarify any
issues.
The Duty Engineer is responsible for ensuring the accuracy and effectiveness of the
log and shall administer and action entries that require his attention.
2.27 Procedure for Notification of Maintenance Data / Task Card

Inaccuracies and Ambiguities to the Type Certificate Holder
If the maintenance personnel discover, when carrying out maintenance work,

incomplete, ambiguous, or incorrect information in any of the maintenance data, the
"author" of the data must be notified.
2.27.1 Method of internal reporting of Maintenance Data ambiguities
Any member of staff that finds a Maintenance Data or Task Card ambiguity or
inaccurate shall raise query stating what the ambiguity / inaccuracy is and which
maintenance data / task card it’s in. This is then to be forwarded to the Maintenance
Planning.
2.27.2 Responsible person for coordination of reporting / remedial actions
The Maintenance Planning Incharge shall co-ordinate the incoming reports with the
Quality Director and forward them to the appropriate TC holder through email.
Depending on the nature of ambiguity, the following shall be informed:
 The aircraft/component manufacturer in cases of (AMM, SB, SRM, IPC, CMM,

etc.)
 The competent authority in case of AD
 The operator in case of job/task cards issued by the operator
 The organization itself (concerned section) in case of internal job/task cards.
 and shall disseminate the remedial actions to the reporter and all other
stations as required through email.
The Maintenance Planning shall disseminate the received remedial actions to the
reporter and all other stations as required through email.
Should the data ambiguity adversely affect any ongoing maintenance, then Quality
Director shall intervene to find an immediate solution in consultation with the CAM
Director and the Engineering Director. The TC holder shall also be informed of the
urgency of correction due to adverse impact.
2.27.3 Feedback to staff and implementation of TC holder/Manufacturer

corrections.
On receipt of a reply from the TC holder / Manufacturer the Maintenance Planning

Incharge shall send a copy to the Quality Director, Engineering Director and member
of staff that raised the query. A copy is sent to the Engineering Director to be placed
in a query file that is kept in the office, and if applicable shall be sent to all other
stations for engineers to read and sign.
All impacted documents or task cards shall be revised based on the remedial
information.
2.28 Production Planning Procedures

2.28.1 Maintenance planning
Maintenance planning involves development of a schedule to assign specific tasks to

a specific worker or group of workers and at a specific time. Maintenance control is
exercised by monitoring the progress of work against the schedule.
Maintenance planning involves the packaging of scheduled maintenance tasks,

special inspections, modifications, and deferred defect rectification, into a work
package matching available downtime and manpower.
The contents of the package are then prioritized, sequenced, and assigned to
specific workers or groups of workers to produce a working schedule. The scheduler
assures that required spares and material are available and, when possible, pre-
draw and pre-position prior to positioning of the airplane for maintenance. Various
tools such as charts or boards may be used to monitor work progress and to
identify/rectify unsatisfactory conditions
Maintenance Planning is managed as follows: -
2.28.1.1 Long term maintenance planning.
Long term planning looks at periods where aircraft are grounded for extended
periods due to major inspections, modifications or checks. The period looked at
covers a time span of three to twelve months in the future. When these requirements
are known, the Operations and Marketing departments are advised by the CAM
Director / Engineering Director in order that the commercial schedules can be
adjusted.
The ground time for maintenance including manhours shall be planned taking into
consideration
 required inspection & maintenance

 documentation
 human factor limitations
The required maintenance or checks are then planned by Maintenance Planning in

association with the Production Planning to minimize the disruption to normal
maintenance.

A hangar plan is raised by the Maintenance Planning in coordination with the

Engineering Department in order to plan and allocate manpower and other resources
as per the plan.
2.28.1.2 Short term maintenance planning.
Short term planning covers the period of one week to three months. The Production
Planning Incharge coordinates with the Maintenance Planning Incharge to estimate
the flying hours (also based on consultations with Marketing Department and/or
Operations Department) and the number of checks anticipated for each aircraft. A
maintenance plan is then raised in conjunction with the Engineering Director in order
to allocate sufficient manpower resources.
This short term plan shall be monitored and updated based on varying aircraft
utilization from the one assumed during previous plan.
The ground time for maintenance and manhours shall be planned taking into
consideration
 All required inspection & maintenance with particular attention to mandatory

inspection & maintenance items
 Rectification of previously un-rectified defects or deferred defects
 documentation
 human factors limitations
 other data as maybe applicable from time to time.
Should there be any shortcomings with regard to material and manpower, it shall be
intimated to the Maintenance Planning.
The MJO raised by the Maintenance Planning shall have estimated manhours and
the actual manhours incurred shall be mentioned in the completed MJO by the duly
authorized person signing of the MJO.
Maintenance Planning of CAM Department shall review the estimate against the
actual and develop a matrix with the revised estimate for future scheduled checks or
other major works
2.28.2 Planned Maintenance Program / Activity compliance
1. Check Planned Maintenance Activity for aircraft check date.

2. Prior to check, Call-Off requested by Production Planning Incharge from
Technical Records / Maintenance Planning with regards to variations in check
due dates / hours / cycles
3. On Call-Off Receipt – Note Check due
4. Verify A/C records and date of following check.
5. Tabulate Hours, Landings and Calendar Dates to ensure all items in those
bands are called up for action.

6. Cheek Variation, Concessions, Carry forward Defects and Special Checks for
implementation at forthcoming check.
7. Confirm any Special Requests, Outstanding Mods etc, in Aircraft File.
8. Check for Corrosion Prevention Program requirements.
9. Write up Work Specification in Areas and Trades.
10. Check for availability of all tools & materials required as per the available
checklist
11. Check for availability of all required maintenance data – current.
12. Estimate Man-hours and allocate manpower for CRS issuance and support
staff –utilizing past history if required.
13. Any tools / materials to be Pre-loaded are made available by Stores
14. Print Work-spec and distribute with Man-hour Sheet as applicable.
15. Prior to check updated Call-Off requested from Technical Records. (Pre-Input)
16. Check updated Call-Off ensures any changes are added or deleted to Work.
17. All work Pack Attachments i.e., Service Bulletins, Mods, Concessions etc to
be attached to Additional Work-cards.
18. Raise a CRS for inclusion in Work Pack.
19. Request information of ADDs
20. If Required – Production Meeting – (Information required, Aircraft Arrival
Time, any work requiring Pre Hangar G/Runs, A/C Jacking etc).
21. After A/C Arrival Technical Records / Planning should present corrected
Aircraft Hours and Landings –add or delete items if necessary.
22. On check completion – Record Man-hours (If required) from both Routine
Cheek Pack and additional Work Cards.
23. On check completion – Record all deferred defects and inform Maintenance
Planning about the inability to rectify them at that time. Also if required, raise
extension request for approval from QA or CAAN as may be required.
Unrectified defects shall also be entered in the MJO.
24. Check all documents for completeness before issue of CRS
25. Maintenance Planning to raise Maintenance Statement as applicable
2.28.3 Procedures for establishing a clear work order or contract
The work order for scheduled or periodic maintenance shall be generated by

Maintenance Planning Division of Continuing Airworthiness Management
Department. It shall be issued to Production Planning in the form of a Maintenance
Job Order (MJO) along with the work pack and signing sheets. For details on MJO
refer to Section 2.13 of this MOE.
The work pack (routine Inspection cards and work packages) for Scheduled
Maintenance is issued as a manually compiled Routine Work Cards based on
Customized Maintenance Schedule (CMS) and/or CIM and deferred defect records
by Continuing Airworthiness Management Department.
All elements of the work pack shall be accounted for and controlled by MJO being
recorded on a MJO register, continuously updated by the Maintenance Planning.
Once the MJO along with the work cards are received by Production Planning, it
shall allocate the CRS issuing engineer and other requisite support staff for
execution of the work order. Sufficient manpower shall be allocated considering the
extent of the periodic or scheduled maintenance. All details of the planned
maintenance shall be communicated to the allocated personnel.

All aspects listed in Section 2.18.1.2 shall be adhered to by Production Planning in

coordination with Maintenance Planning for the execution of the work order.
Should any defect arise from inspection to Routine Work Cards, details of the defect
or requirements are raised on Additional Worksheet and/or the Aircraft Technical Log
by the Certifying Engineer. Should the defect be minor then it may be rectified by the
certifying engineer without raising additional work packs. However, should the defect
be major, then the information shall be relayed to Maintenance Planning by
Production Planning and additional work or job order shall be issued by Maintenance
Planning in coordination with Production Planning.
2.28.4 Procedures for establishing all necessary resources are available

before commencement of work
It is the responsibility of Production Planning to ensure availability of following

resources before commencing maintenance work:
1. Currency of Maintenance Data

2. Provision of facility, hangar, tools, equipment, consumables, spares
3. Provision of manpower, inspection and certification limitations
4. Technical records update
Note:
1. The above procedures shall also be applicable while planning major
maintenance works
2. Use Maintenance Requirement Form (SA-206) to ensure the availability of all
resources including current manuals, special tools, etc. before
commencement of work. This form must be signed off by attending engineer.
2.28.5 Procedures for organizing maintenance personnel and providing all

necessary support during maintenance – scheduled & unscheduled
1. Production planning in coordination with Maintenance Planning shall ensure that

all necessary planning in terms of manpower, tools, equipment, spares, and
approval are carried out as well in time before commencement of scheduled or
unscheduled inspections / replacement etc. including major maintenance.
2. Both Production Planning and Maintenance Planning will also remain in touch
with the maintenance team, while the work is being carried out to provide
necessary assistance in terms of coordination for additional manpower /tools
/equipment requirements which may arise.
3. Above procedure will apply for unscheduled maintenance activity also such as
defects /repairs to be carried out as a result of defect /incident /accident etc
4. During times of inclement weather or adverse environment when it appears
difficult or unpractical to carryout maintenance in the open, Production Planning
shall inform Maintenance Planning to make available hangar or portable hangar
facilities with contracted operators having hangar or portable hangar facilities.
5. Should the above not be available then the Base Maintenance Incharge / Duty
Engineer shall take all necessary majors such as protecting the maintenance
areas with tent coverings so as to prevent any adverse effect of inclement
weather on the open areas of the aircraft where maintenance is being performed.
6. During major maintenance requiring long aircraft downtime Production Planning
in coordination with Maintenance Planning may decide that increase in

productivity and reduction in downtime may be achieved by carrying out

maintenance in available hangar facilities. In such cases Maintenance Planning
shall coordinate for availability of hangar facilities.
2.28.6 Consideration of Human Performance Limitation
1. While planning the manpower requirement for scheduled/unscheduled

maintenance activities, the maintenance planning will keep in mind the
limitations of human performance for carrying out their allotted duties.
2. All maintenance planning will be carried out at an expected availability of 48 man
hours/week per person and accordingly required man power will be computed for
each work.
3. If maintenance work is required to be carried out during extended working hours,
due consideration to human performance limitation will be given and no critical
task will be carried out during extended working hours.
4. In case, if critical task is required to be performed, during extended working
hours, two support staff will be allotted for the specific task, so that work carried
out can be double checked immediately by another qualified support staff.
5. No person shall perform maintenance work continuously for more than 12 hours
in any period of 24 hours so as to ensure the persons’ sleep pattern or their
circadian system is not affected.
6. During shift working, extended working will not be practiced. Time taken for
closure of work, documentation will be part of the shift hours and will not be
carried out by extending the shift working hours.
2.28.7 Planning of Critical Task
When a critical maintenance activity is required to be performed, Director

Engineering or his delegate will enquire to find the previous experience of the
maintenance personnel. Maintenance personnel who have similar/appropriate
experience will only be deputed to perform critical task if available. If not available,
the most experience persons shall be allocated and briefed about the critical nature
of the tasks before commencement of work.
2.28.8 Evaluation of Planning – Actual versus Planned
CAM Director, Engineering Director and Quality Director shall evaluate every three
months the planned data versus actual data. The planned manhour shall then be
adjusted / revised taking into consideration the actual manhours. The revised
manhour then shall be used as the planned manhour.
Continuing Airworthiness Management Department shall develop a matrix with the

revised estimate for future scheduled checks or other major works.
The workload and the manhour available to execute the workload shall also be
reviewed. Any deviation exceeding more than 25% between the planned work load
and the available manpower shall be notified to the Accountable Manager. This
difference may be compensated by hiring part time contractual manpower or regular
manpower depending upon the continued duration of the additional workload.

PART L2
ADDITIONAL LINE
MAINTENANCE PROCEDURE
SECTION L2: ADDITIONAL LINE
L2 Additional Line Maintenance Procedures

L2.1 Line Maintenance Control of Aircraft Components, Tools &
Equipment.
Control of all maintenance and airworthiness data is carried out in accordance with
Part 2 of this exposition.
L2.1.1 Purpose
To define Summit Air Engineering & Maintenance policies for management of

components, materials, tools and equipment specific to line maintenance activities.
L2.1.2 Procedure
In general, control of aircraft components, tools / equipment and maintenance data,

for line maintenance activities shall be similar as outlined in MOE Part 2.
Summit Air does not have technical personnel stationed permanently at line stations
where only transit inspections by pilot are carried out. When maintenance is
necessitated at these stations or when an aircraft is stationed at a line station for
long periods, Summit Air shall have its certifying personnel dispatched to these
stations from its base.
Any maintenance at such times shall be treated similar to maintenance at the base
station.
L2.2 Line Maintenance Procedures Related to Servicing, Fueling

and Deicing.
Summit Air does its own ground handling and servicing by its Engineering
Department (Part 145). The servicing of engine, oil systems, hydraulic system,
landing gear and tires are done as per the respective aircraft’s AMM ATA 12.
Control of all maintenance and airworthiness data is carried out in accordance with
Part 2 of this exposition.
L2.2.1 Fueling – Quality of Supplier
L2.2.1.1 Purpose
This procedure defines the general requirements to be verified by Summit Air

personnel when monitoring the re-fueling and de-fueling of aircraft by line
maintenance and/or en-route station ground handling personnel.
Issue: 02 Page L2-1

L2.2.1.2 Responsibility
It is the responsibility of Quality Assurance to audit Fuel Storage & delivery facilities
at base and line stations on a yearly basis so to ensure supply of quality fuel.
As there is only one fuel supplier operating in Nepal (Nepal Oil Corporation) the re-
fueling is contracted directly to the fuel supplier for refueling at base & line stations
where NOC services are available.
Summit Air is responsible for ensuring that the fuel uplifted prior to flight is of the
correct grade and free from contamination. The responsibility for aircraft re-fueling
lies with the operating Pilot at line stations where technical personnel are not
stationed. This includes responsibility for the right quantity of fuel being carried on
board for the intended flight and the specification and quality of the fuel taken on
board.
The following guidance is provided for carrying out theses checks.
L2.2.2 Fuel Quality / Quantity Test Procedure
L2.2.2.1 Fuel Quality
Fuel Quantity is assured by carrying out checks at three levels.

1) Periodic auditing of the supplier’s facility and equipment (bowsers and/or
hydrants) used to store and dispense fuel, ensuring that statutory requirements
are met.
2) Sampling fuel at the point of uplift to ensure that it is free from contamination.
3) Carrying out fuel drain checks at regular intervals.
Each of these checks should be carried out regularly and to planned program. Fuel
supplier checks should be made at least annually. Aircraft tank drains should be
exercised once daily before the first flight of the day and/or, whenever there is any
reason to suspect contamination.
L2.2.2.2 Fueling Procedures
Full fire precautions must be taken at all times when aircraft are being re-fueled or
de-fueled. There must be no smoking or naked lights in the aircraft fueling zone. The
fueling zone is regarded as extending 200 feet radials from the filling and venting
points on the aircraft and the fueling equipment.
At the company base, ground personnel will be responsible for ensuring that the
aircraft is earthed to the tanker(s) or static fueling points before and during fueling.
Away from base, the aircraft pilot or person detailed by him will be responsible for
ensuring that the fire precautions outlined above are taken.
Company policy requires that Aviation Fuel (Jet-A) shall be used for the fueling of
aircraft.
Page L2-2 Issue: 02

When operating from its base aerodrome, confirm with Operations for the fuel
quantity ordered and during the pre-flight inspection ensure that:
 The correct type, grade and quantity of fuel have been loaded;
 The fuel drains are operated to check for water content, and left properly closed;
 Where practical, a visual check of tank contents, or a dipstick check reveals the
correct amount of fuel on board to within reasonable tolerances;
 All fuel tank caps are properly secured;
 The airplane fuel gauges indicate that the tanks have been filled to the required
levels; and
 Details of the fuel uplift have been correctly entered in the technical log and a
gross error check is carried out;
When operating away from base, a flight crew member is normally to be nominated
by the pilot to be present during the re-fueling, and in addition to confirming that the
requirements of, above, are met, he is to ensure that:
 Particular care is taken in advising the re-fueling agency of the type, grade and
fuel quantity required, with special reference to the units of measurement quoted
(litters, US. gallons, pounds etc.);
 The bowser or other fuel installation is earthed to the airplane structure before the
hose is extended, and remains so earthed until re-fueling is complete;
 Smoking is not permitted within 100 feet of the airplane while re-fueling is in
progress;
 The fuel bowser/installation readings at the start and finish of re-fueling reflect
accurately the fuel uplift as indicated on the airplane fuel quantity gauges, and a
gross error check is carried out. Fuel receipts are to be checked and returned to
Finance Department on return to base.
NOTE: When re-fueling with wide cut fuels the airplane electrical supply should
be switched off before re-fueling starts, and remains off until re-fueling
ceases and the hoses have been removed.
NOTE: Passengers are not to be allowed to embark or disembark during re-

fueling or de-fueling. Passengers may be on board during refueling but in
such cases all emergency doors must be kept open and the passengers
must be advised not to have their seat belts fastened. They must also be
advised to not switch on their electrical appliances.
L2.2.2.3 De-fueling
De-fueling of aircraft shall be restricted to minimum and is done when necessary for
any maintenance task or flight requirement. However, process for de-fueling should
be as follows:
 Duty Engineer or duly authorized personnel shall ensure that aircraft is parked
outside hangar and ensuring that all precautions are being observed.
 Where applicable he shall inform de-fueling company with written request on fuel
de-fueling requirement.
Issue: 02 Page L2-3

 Aircraft should be de-fueled as per Aircraft Maintenance Manual.

 Duty Engineer or duly authorized personnel shall certify de-fueling quantity in the
TLP/AFL.
L2.2.2.4 Refueling/Defueling Precautions
Before refueling it should be ensured that the refueling vehicle contains the correct
grade of fuel (Jet A).
Precautions should be taken to provide a path to ground for any static electricity
which may be present or which may build up as a result of fuel flow. The aircraft and
the re-fueling vehicle should be grounded to a point which is known to be
satisfactory, and the grounding wire on the refueling pipe should be connected to the
ground point provided on the aircraft before connecting the pipe or removing the tank
filler cap.
The grounding wire should remain in position until after the re-fueling pipe is
disconnected or the tank filler cap is replaced, as appropriate. When draining fuel
into buckets, containers or tank, these should be bonded to the aircraft and/or the re-
fueling vehicle. No radio or radar equipment should be operated while re-fueling or
de-fueling is taking place and only those electrical circuits essential to these
operations should be switched on.
When spillage of fuel has occurred, care should be taken to ensure that all traces of
fuel and vapors are removed. Any residual fuel should be mopped up and the effect
of fuel on other parts of the aircraft such as cables, seals, bearings and windows
should be considered and the appropriate action taken.
After re-fueling an aircraft it is recommended that the fuel is checked for

contamination by checking the glass container at drain valves for the presence of
water, sediment and micro-biological contamination. Because of slow rate of
settlement of water in turbine fuels it is recommended that the refueled tanks are left
as long as possible before the sample is tank. Alternatively, verification that the fuel
tanker has been drained may be ascertained before refueling.
L2.2.3 Storage of Aviation Fuel at Line Stations
L2.2.3.1 Purpose
To establish the procedures, guidelines, and standards for Fuel Storage and Fuel
Quality Control procedures at line stations where fuel supplier are not available. The
procedures shall help assure the delivery of the correct type and grade of
uncontaminated fuel into aircraft utilized and maintained by Summit Air.
L2.2.3.2 Transportation of Fuel to Line Station
Fuel shall be obtained from approved fuel supplier (Nepal Oil Corporation) from their
storage facilities. The fuel shall be loaded into an NOC designated tanker in the
presence of Summit Air personnel by NOC and sealed. Alternatively fuel may be
loaded into containers / drums from NOC facility and sealed. The fuel tanker / drums
Page L2-4 Issue: 02

shall be dispatched to the line station along with Company personnel to minimize
any unlawful contamination.
The fuel shall be unloaded at the Company’s storage facilities in the presence of an
authorized technical personnel. The designated technical personnel shall be
responsible to ensure that the delivered fuel is not contaminated by ensuring that the
tanker / drum seals are not tampered with.
L2.2.3.3 Storage of Fuel at Line stations
The delivered fuel shall be unloaded into barrels and/or tanks and sealed in case
where fuel is delivered through tanker. At end of each day this fuel shall be
transferred into Company’s aircraft re-fueler containing metallic tanks designed for
use on aircraft in the presence of a designated technical personnel. Re-fueling into
aircraft shall only be done from aircraft re-fueler. The re-fueler shall be drained for
sample testing each day before the first re-fueling.
CAUTION
1. Plastic containers are not to be used for into-aircraft refueling or defueling as
the static electricity charge potential maybe sufficient to cause a spark with
potential explosive results.
2. Under certain unavoidable / unforeseen circumstances if fueling needs to be
done through plastic containers due to no other alternative means being
available, then the designated personnel must ensure that the aircraft is
properly grounded and all available precautionary / safety means have been
undertaken to prevent sparking.
The aircraft re-fueler shall be treated as a fueling bowser and all precautions for re-
fueling into aircraft from a bowser shall be followed that are outlined in MOE Part
L2.2.2.4.
L2.2.3.4 Required Marking & Placards on Fuel Container/Re-fueler
L2.2.3.4.1 Aircraft Fuel Re-fueler
Each aircraft fuel container/re-fueler shall be conspicuously and legibly marked with
an identification decal to indicate the product contained therein. The markings shall
be on each side of the container/re-fueler tank in letters at least 3 inch in height
using white letters i.e., Jet A – Combustible.
L2.2.3.4.2 Barrels / Tanks
The top head or sides of barrels/tanks shall be marked in letters no smaller than ¾
inch with the type and/or grade of fuel, filling date, vendor and any other pertinent
information required. Each barrels/tanks shall be conspicuously and legibly marked
with an identification decal to indicate the product contained therein and filling date.
The markings shall be on the top head or sides of the barrels in letters no smaller
than ¾ inch using white letters on a black background, i.e., Jet A – Combustible.
Issue: 02 Page L2-5

L2.2.3.4.3 Gallon and Smaller Containers:
All containers shall be marked with the type and/or grade of fuel contained in the
containers.
L2.2.3.5 Fuel Quality Control
The quality and cleanliness of aviation fuels are vital to the safety of aircraft and flight
personnel. Fine sediment in fuel may block the engine fuel supply system and erode
critical parts in the engine and fuel control systems. Free water (water not dissolved
in the fuel) may freeze at high altitudes or cold outside air temperatures and plug the
fuel screens, causing the engine to flame out. Contaminants must be separated out
of fuel before the fuel is pumped into the aircraft.
L2.2.3.6 Pilot Responsibility for Alertness during Refueling

Operations.
Pilots must constantly be on the alert for non-approved aviation re-fueling equipment
such as filters and nozzles. Re-fueler may contain commingled fuels, and untrained
personnel may be operating re-fueler or fixed site facilities. There is always a
potential for receiving incorrect type and grade or commingled fuel. The Pilot is
ultimately responsible for assuring proper grade and type of fuel is delivered into his
aircraft at stations not manned by technical personnel.
L2.2.3.7 Fuel Sampling and Testing.
Sampling and testing of aviation products must be accomplished during each phase
of fuel transfer. This includes verification of fuel type and quality at the bulk
dispensing facility pumping into Summit Air fuel transport vehicles or trailers, at the
fuel storage facility being operated by Summit Air, any fuel source in the re-fueler or
trailer which shall be used into-aircraft re-fueling, and finally, fuel quality assurance
prior to any into-aircraft fueling operations.
Fuel sampling and testing shall be carried out by duly authorized technical
personnel.
L2.2.3.7.1 Sampling from Aircraft
Fuel samples should be taken from the aircraft before flight. Samples are to be taken
as follows:
 A ¼ liter sample of fuel is to be drawn from the aircraft system water drain.
Samples must be checked for color, visible water, sediment, and contaminants. If
fuel contamination found fuel shall be drained until no contamination is seen.
L2.2.3.7.2 Sampling from into Aircraft Refueling Source
Fuel samples should be taken from the refueling source each day before first
refueling. Samples are to be taken as follows: A ¼ liter sample of fuel is to be drawn
from the refueling source water drain. Samples must be checked for color, visible
Page L2-6 Issue: 02

water, sediment, and contaminants. If fuel contamination is found then fuel shall be
drained until contamination is seen.
L2.2.3.7.3 Fuel Sampling Kit.
A general use fuel sampling kit should contain one clear beaker (glass) to use for
visual checks.
L2.2.3.8 Filtration
All Summit Air owned, operated and maintained aircraft re-fueling facilities shall have
a filtration unit. All aircraft re-fueling will be done only after satisfactory fuel filtration.
L2.2.3.8.1 Filter Considerations
Line Station Engineer or authorized technical personnel shall be responsible for

Summit Air owned or operated re-fueling facility for filter installation, maintenance,
inspection, and filter element change-out.
L2.2.3.8.2 Filter Change-Out Criteria
All Summit Air Fueling Facilities will replace system fuel filters at least once a year.
L2.2.3.8.3 Filter Vessel Tagging/Placarding.
All filter vessels shall be tagged or placarded with the “Date of Element Change-
Out” information.
NOTE: No system should ever be operated at a flow rate greater than for which the
filter system is qualified or rated.
L2.3 Line Maintenance Control of Defects and Repetitive Defects
Also refer to MOE Part 2.15, 2.18 & 2.24.8.
L2.3.1 Purpose
To define Summit Air policies regarding line maintenance control of defects and
repetitive defects.
L2.3.2 Procedure
The procedure to be followed for control of defects is outlined in MOE Part 2

(reference Part 2.15, 2.18 & 2.24.8)
Engineering Department shall perform all aircraft maintenance required, including

defect rectification and carry out necessary corrective actions that falls within the
scope.
Issue: 02 Page L2-7

Aircraft Technical Logbook shall remain primary document to record line

maintenance carried out on the aircraft.
L2.3.2.1 Defect Deferment and Minimum Equipment List (MEL)
Note: Refer to general rules detailed in MOE Part 2.15, 2.24.8 & 2.24.9.
Where Engineer, holding appropriate certification authorization is

stationed/positioned, he shall within applicable scope of Minimum Equipment List
(MEL), defer the defect. Where engineers are not stationed the pilot can defer the
defect within applicable scope of Minimum Equipment List (MEL). However, should
this occur, then at first available opportunity authorized licence holder shall transfer
the MEL to ADDs and follow the procedures detailed in MOE Part 2.24.7 & 2.24.8
Information/instructions for determination of measure of unserviceable equipment

and systems, which may exist at commencement of a flight while still allowing safe
operation of affected aircraft, shall be provided in the form a Minimum Equipment
List (MEL).
An MEL is issued on the basis of MMEL approved by the EASA or FAA or CAA of
state of manufacture. The Customized MEL shall be sent to the CAAN for approval.
MEL shall also give a limit (Flight Hours, Flight Cycles, Landings and/or Calendar
days), beyond which aircraft shall be grounded and defect is to be rectified on must
basis.
L2.3.2.2 Defect Reporting, Recurrent Defects, Repetitive Defects
Documents used for defect reporting rectification and certification together with
routine inspection documents shall be used for recording, statistical evaluation and
information purpose and kept by Technical Records section for further reference.
All Pilot Reported (PIREP) defects and their rectifications should further be recorded
in by Records section. Also refer to MOE part 2.24.10 for further procedures on
deferred defect.
L2.3.2.3 Release of Aircraft from Transit Station with Defect Covered

Under MEL
In case, where defect is observed en-route, every possible effort should be made to
rectify it. Only, in exceptional cases, where defect cannot be rectified at line station
and does not affect safety of aircraft, it may be “Carried Forward (C/F)” in Aircraft
Technical Logbook for rectification at the base by the PIC. Carried forward defect
shall be entered in the Aircraft Technical Logbook.
L2.3.2.4 Release of Aircraft from Maintenance Base with Deferred

Defect
When aircraft lands at maintenance base with a carried forward defect, all possible
efforts must be made to rectify the same. A defect may be carried forward while
aircraft is departing from maintenance base, but within repair intervals as mentioned
Page L2-8 Issue: 02

in MEL according to its category. Aircraft Engineer concerned, upon releasing such
aircraft with deferred defect, shall also enter carried forward defect in the ADD book.
Also refer MOE part 2.24.7
L2.3.2.5 Release of Aircraft from Outstation with Defect not covered

under MEL or cannot be deferred
Under normal circumstances, no such release shall be allowed, however in extreme

emergency, procedure is as follows:
 If an aircraft, at line station, is required to be released with carried forward defect,

not covered under the Minimum Equipment List (MEL), Quality Assurance
Manager must be informed immediately. Quality Assurance Manager shall then
consult with Director Engineering, CAW Director and Director Operations and
determine the impact on safety of aircraft. Quality Assurance Manager or Director
Engineering shall then communicate such situation to the CAAN.
 When Quality Assurance Manager reaches to conclusion that the aircraft can be
released for flying to maintenance base with certain restrictions, the case shall
formally be presented to the CAAN. Aircraft shall be released only after obtaining
approval from the CAAN.
L2.4 Line Procedure for Completion of Technical Log
Refer Summit Air’s CAME Part 1.1.1 for Technical Log Procedures.
It is the responsibility of the person (aircraft engineer at base and pilot at out of base)
carrying out the Preflight Inspection to ensure that the Technical Log is completed
and all documents as listed under are in place and valid. However final responsibility
lies with the pilot when accepting the aircraft for service.
The AFL contains four colored copies of each page.
First Copy (Original) Colored WHITE This sheet to Technical Records

Second Copy: Colored GREEN This sheet is held at the station of
departure or base, i.e., at station of
Captain’s aircraft acceptance
Third Copy: Colored YELLOW This sheet to Operations Dept.
Fourth Copy Colored PINK This sheet to remain with the AFL /
TLP book.
All log sheets are removed at base maintenance inspections, and completed
Technical log books are to be forwarded to Technical Records at Kathmandu.
Each AFL makes provisions for the recording of the following:
 The aircraft type and registration.

 The date, place and times of take-off and landing.
 Aircraft defect report, subsequent defect clearance and Certificate of Release to
Service.
Issue: 02 Page L2-9

 The transit signature of the Captain/engineer

 The daily Inspection of the engineer
 Fuel on arrival, and oil, fuel, uplift and quantity prior to departure.
 The running total of flying hours.
 All defects whether originating from flight crew or engineering.
 All rectifications to defects in above.
 Certificate of Release to Service.
L2.4.1 Certificate of Release to Service
The Certificate of Release to Service (CRS Form SA-203) is raised and issued at the
completion of each Scheduled Maintenance Inspection (SMI) or otherwise as stated
in MOE Section 2.16.1. In addition to the CRS Maintenance Statement (Form SA-
205) shall also be issue whose procedures are detailed in MOE Section 2.16.
L2.5 Line Procedures for Loan Parts or Pooled Parts

Summit Air does not have any aircraft spare parts pooling agreement with other
operators or suppliers. All spares are provided by Summit Air through its Stores and
are controlled by the organization with respect to mod standard/ADs etc.
Spare parts and / or tools may be borrowed from or loaned to other operators as per
the requirement.
L2.5.1 Procedure for loaning parts / tools
The request for loan must be formally approved by the CAM Director or the
Engineering Director. This approval shall be communicated to the Stores Incharge
who shall then issue the spares IAW procedures laid down in Section 2.3.4 (Issue of
Consumable parts) or Section 2.3.5 (Issue of Rotable Parts) or Section 2.6.5 (Loan
of tools) depending on the nature of loaned spares.
All returned serviceable aircraft loaned parts must be accompanied by a Form 1

where applicable. The parts must be inspected IAW procedures laid down in Section
2.2.1 (Incoming Material Inspection) before induction into stores.
L2.5.2 Procedure for loaning borrowing parts / tools
If a required aircraft part is not available in Stores then the Stores Incharge shall
inform the Material Planning. Material Planning shall coordinate with Maintenance
Planning for its availability through other operators.
a) A request shall be made to the operator by either the Engineering Director or

CAM Director for loan.
b) If the spare is available with other operators at line / base stations then the
Base / Line Maintenance or Workshop Manager shall be informed to
coordinate for its availability.
c) If the spare is available at Kathmandu or abroad with other operators then the
Material Planning shall coordinate for its availability.
Page L2-10 Issue: 02

d) Once the spare is received it shall be inspected by the Material Inspector or

the authorized AMTL if it meets the requisition and the request IAW
procedures laid down in Section 2.2.1 (Incoming Material Inspection) before
induction into stores.
e) The spares shall then be issued IAW procedures laid down in Section 2.3.4
(Issue of Consumable parts) or Section 2.3.5 (Issue of Rotable Parts).
f) Once the company’s own spares are available, Maintenance Planning shall
issue a MJO for replacement of the loaned item.
g) Such loaned item shall then be returned to the owner or operator
For borrowing of tools, procedures laid down in Section 2.4.5 shall be followed.
Also refer to MOE Part 2.2 for material acceptance by the organization.
L2.6 Line Procedures for Return of Defective Parts Removed

from Aircraft
Any item removed unserviceable from an aircraft must have an unserviceable label
attached and returned to stores from the particular line station IAW procedures laid
down in Section 2.19 (Return of Defective Components to Stores) & 2.2.9 (Return of
Unserviceable Items to Stores).
The defective part shall be routed for repair IAW procedures laid down in Section
2.2.11 (Goods for Repair or Overhaul)
Removal of unserviceable components (see Section 2.2.9 for classification of

unserviceability) shall require a MJO except for aircraft defect rectification.
L2.7 Line Procedures for the Control of Critical Tasks

All critical tasks are identified as stated in MOE Part 2.23 of this exposition.
Procedures listed in Part 2.23 should be followed for duplicate inspections.
Issue: 02 Page L2-11

PART THREE
QUALITY SYSTEM PROCEDURES
SECTION 3: QUALITY SYSTEM PROCEDURES
3 Quality System Procedure

The Quality System of Summit Air is based on the principles of Quality Assurance
whose intent is not based on a system of end product inspection, but rather upon
periodic verifications of all aspects of the systems and practices used for the control
of maintenance to ensure compliance with CAAN regulations and with the Summit
Air’s approved procedures.
Summit Air’s Quality System shall not be contracted to outside parties. The
department shall be independent from the Part 145 and Part M Subpart G
organizational departments. The Quality Manager shall have direct access to the
Accountable Manager who shall be regularly kept informed of any safety issues and
the extent of compliance with CAAN requirements.
The functional duties & responsibilities of the Management personnel are provided in
Section 1.4 of this MOE
Organization Chart of Quality Assurance
Issue: 02 Page 3-1

3.1 Quality Audit of Organization Procedures: NCAR 145 A.65(c)

Definition of Quality System
Quality assurance is any systematic process of checking to see whether a product or

service being developed is meeting specified requirements. The quality assurance
system shall increase the company's credibility and improve work processes and
efficiency so as to better compete with others. The Quality Assurance system
emphasizes on catching defects before they get into the final product.
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. Hence, its aim is to provide an independent and unbiased picture
of the performance of Summit Air’s Part 145 AMO and to verify that the activities
comply with the MOE and other quality manuals and confirm that the systems and
procedures described in this MOE and other quality manuals remain effective and
are achieving the NCAR & Part 145 AMO requirements.
Quality Assurance Department shall be independent of the Part 145 organization.

The head of the Quality Assurance Department shall have direct access to the
Accountable Manager to ensure that the Accountable Manager is kept properly
informed on quality and compliance matters.
Quality Assurance shall comprise administrative and procedural activities

implemented in a quality system so that requirements and goals for a product,
service or activity will be fulfilled. It is the systematic measurement, comparison with
a standard, monitoring of processes and an associated feedback loop that confers
error prevention. The main activity of the Quality Assurance shall be establishing an
independent internal audit system that is defined by its area of examination.
It is to determine whether or not the organization is in compliance with its own

approved procedures and to ensure that senior management personnel has been
briefed / debriefed accordingly for further action.
The composition of the nominated management group of the organization to comply

with all aspects of NCAR Part 145 is provided in MOE Section 1.3. The core group of
QA personnel shall comprise of Quality Manager (Quality Assurance Director) and
Quality Auditors. The terms of reference of these personnel are provided in MOE
Section 1.4.3 & 1.4.120.
Purpose / Policy of quality/ compliance audits
Summit Air shall have a quality assurance program that provides for the auditing and
evaluation of the management system, and of operations and maintenance
functions, to ensure Summit Air’s Part 145 AMO are:
 Complying with applicable CAAN Regulations (NCAR), MOE, Summit Air’s

requirements and other contracted operators’ requirements
 Satisfying stated operational needs
 Identifying areas requiring improvement;
Page 3-2 Issue: 02

 Identifying hazards to maintenance & operations.

 In compliance with contracted or subcontracted maintenance activities as per
contract
For achieving the intended goals, QA shall perform scheduled quality audits as per
approved audit program on annual basis, to meet the CAAN regulatory and company
requirements. Also, random audits shall be conducted during the scheduled or
unscheduled maintenance activities in various shifts..
To ensure through audit program, the root causes of non-conformances are

identified, corrected and implemented to prevent further non-conformances.
3.1.2.1 Audit Planning, Notification & Conduction
The Quality Audit Program (Plan) shall be developed on an annual basis by the
Quality Director and be approved by the Managing Director (Accountable Manager).
The audit plan shall include independent audits of all activities of the Engineering
Department so as to monitor compliance with required aircraft/aircraft component
standards and adequacy of the procedures to ensure that such procedures invoke
good maintenance practices and airworthy aircraft/aircraft components.
The audit plan may be revised or re-scheduled any time due to unforeseen
circumstances. A copy shall be displayed in the office of the Quality Director. Copies
of the audit plan shall be made available to Managing Director, Engineering Director
& CAM Director.
Prior to conducting the audit, the auditor shall:

 Review the previous audit report of the area to be audited for any open items with
reference to non-conformances.
 Review the non-conformance report, observation status records (if any),
regulations and procedures of the area to be audited and other applicable
standards.
 Establish the checklist of the area to be audited. The checklist should be based
on the company MOE, NCAR 145, NCAR Part M and other related documents
which the auditor deems essential.
 Notify the auditee well in advance advising him the purpose, scope, start and
closing dates of the audit. The notification may be through email or internal memo
or at times verbal.
Note:
 The date set for the audit should be amicable between the auditor and auditee.
 Similar procedures shall be followed for audit of contracted or sub contracted
maintenance activities.
3.1.2.2 Conducting the Audit
While conducting the audit, the following process shall be followed:
Issue: 02 Page 3-3

Management Briefing
• An opening meeting should be arranged at the beginning of the audit. The

auditor shall introduce his/her team to the Department
Head/Director/Supervisor of the audited area describing the purpose and
schedule of the audit.
• He/she ensures that the auditee management personnel understand the
scope of audit.
• The auditee shall accompany the auditor through the entire audit process.
Audit
The auditor shall strictly comply with the following audit technique at all time: -
• Be prepared
• Be punctual
• Be calm
• Be open minded
• Be ethical
• The Auditor should not offer advice during the audit process on corrective
actions for any non-conformances recorded.
• Auditor should refrain from any judgmental comments.
• The Auditor should use a checklist as a guide to determine the correct
sequence of checkpoints with an evaluation. However, the auditor may not
limit himself / herself to the items on the checklist, but also include any other
items that are irregular for the area of operation being examined.
• The Auditor should also note observations that may be minor and which may
be rectified during the audit process itself.
• The Auditee should be given every opportunity to demonstrate compliance
with the requirements and standards.
• The Auditor should collect objective evidence as necessary to support his/her
observation/Non-conformance.
Note:
1. Quality Auditors may be temporarily nominated for a particular audit.
However, they shall not have direct responsibility in the areas being audited
2. Quality auditors must meet the requirements mentioned in Part 1.4.10.
Management De-Briefing (Audit Findings)
At the completion of the audit, a closing meeting shall be held with the auditee (i.e.
Department Head/Director/Supervisor) of the audited area and discuss the findings
with regards to the root causes.
The purpose of the exit interview is to verbally inform the auditee about the
significant findings observed during the audit.
The auditor shall present the findings in a manner that ensures full understanding by
the auditee, in order to allow corrective and preventive action to commence.
Page 3-4 Issue: 02

3.1.2.3 Audit Report
An audit report shall be raised each time an audit is carried out describing what was
checked and the resulting findings against applicable requirements, procedures and
products. The auditor shall prepare the Non-conformance Report along with audit
acknowledgement based on audit findings and supported with objective evidence if
required.
The audit report shall include, but not be limited to, the name of the auditor,
areas/functions audited along with the checklist, deviations or non-conformance from
standards and the deadline for rectification.
The audit report shall be submitted within two weeks to Quality Director for review.
The Quality Director after being satisfied with the report shall dispatch to Managing
Director and the concerned department heads and/or post holders.
The Non-conformance shall be classified into three levels:-
• Level-1: It is any major non-compliance violating the maintenance standards

and regulatory authority which could lower the maintenance standard
and jeopardize the airworthiness and safety of the aircraft or its
components. This should be rectified with immediate effect and
responded within 1 week.
• Level-2: It is any minor non-compliance affecting the maintenance standards
but not the airworthiness or safety of the aircraft or its components.
This should be rectified at the earliest and responded within 4 Weeks.
• Level-3: It is an observation only and intended to give background information
for improvement or enhancement.
When the non-conformance report is received by the auditee, the responsible

personnel of the area audited identifies and records the root cause of the
nonconformance followed by corrective and preventive actions. These corrective
actions / plans shall be forwarded to the Quality Director through the concerned
Departmental heads or post holders. The corrective and preventive actions / plans
report may be rejected by Quality Director and returned to the Departmental Heads
or post holders of the area audited if the auditee failed to address/ justify the root
cause, corrective and preventive action. If satisfied the Quality Director shall forward
the report to the Quality Auditor for verification during follow up audit.
Non Conformance of Audit Report
1. If Quality Director does not receive response to non-conformance within the

specified time period as mentioned, a reminder is sent to the auditee and its
Department Head requesting response within 3 working days. Failing to comply
within the extended time period Quality Director shall notify the Accountable
Director for further action.
2. The concerned auditor or Quality Director may physically visit the audited area to
verify and ensure the corrective and preventive action taken as mentioned in the
non-conformance report has been effectively implemented.
Issue: 02 Page 3-5

3. A follow-up audit shall be carried out if the routine surveillance indicates

performance deterioration or a suspected violation of airworthiness / safety
standards.
4. Quality Director shall issue a quarterly open non-conformance report identifying
open non-conformances to Accountable Director for further action.
5. Non- conformance Reports that could not be resolved due to budgetary reasons
or having impact on company’s policy, Quality Director shall discuss with
Accountable Director for further action. The auditor shall put remarks in the non-
conformance report accordingly and consider it as closed.
Retention / Disposal of Audit Reports
Audit Reports shall be retained in Quality Assurance for a period of 2 years from the
date of audit closure. Along with the audit report the following shall also be retained:
 Checklist used
 Annual audit plan / program
 Notifications & corrective actions undertaken
3.1.2.4 Validation / Internal approval of the Audit Program
& CAM Director.
Annual Review of Maintenance Procedures
3.1.3.1 Principles of annual audit procedure planning
Quality Assurance shall plan the annual audit program so as to enable it to conduct
effective audit of various area audits in an efficient and timely manner. Audit plans
shall be based for all areas of Summit Air maintenance activities and procedures as
defined by this MOE. Plans should be made to cover, among other things:
 All aspects of NCAR Part-145 compliance are checked every 12 months and
may be carried out as a complete single exercise or subdivided over the 12
month period
 Establishing the expected degree of reliance to be placed on internal audit;
 Determining and programming the nature, timing, and extent of the audit
procedures to be performed; and
 Coordinating the work to be performed.
Page 3-6 Issue: 02

An annual review shall be made by Quality Assurance, in coordination with

Engineering Department, of the effectiveness of the audit program. The frequency of
the audit may be increased in certain areas where it is deemed necessary (as
determined by QA & Engineering Department) as a result of repeated deviations
from standard procedures.
3.1.3.2 Independence of the auditor
The independence of the audit shall be established by ensuring that audits are
carried out by personnel not responsible for the function, procedure or products
being checked.
In line with the provisions laid down in NCAR AMC.145.A.65(c)(1) competent

personnel from one section/department not responsible for the production function,
procedure or product may be used to audit the section/department that is
responsible subject to the overall planning and implementation being under the
control of the quality manager.
3.1.3.3 Common Audit procedures for several lines of product
When a particular procedure is common to different lines of product or processes,

then it is not required that each product or procedure be checked through audit. In
such cases, a common procedure may be checked every 12 months without
resultant findings. Where findings have been identified, the particular procedure shall
be rechecked against other product lines until the findings have been rectified after
which the independent audit procedure shall revert to 12 monthly for the particular
procedure.
3.1.3.4 Specific audit procedure by line of product
The audit shall sample check one product on each product line every 12 months so
as to verify the effectiveness of maintenance procedures compliance. Procedures
and product audits may be combined or grouped by selecting a specific product
example, such as an aircraft or engine or instrument and sample checking all the
procedures and requirements associated with the specific product example so as to
ensure that the end result shall be an airworthy product. Sample checking of a
product means to witness any relevant testing and visually inspect the product and
associated documentation.
Note: A line of product means any product included in the Part 145 Schedule of
Approval as granted by CAAN.
3.1.3.5 Audits during performance of work
The audit is an objective process of routine sample checks of all aspects of the
organization’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. It represents an objective overview of the complete maintenance related
activities and is intended to complement the NCAR- 145.A.50 (a) requirement for
certifying staff to be satisfied that all required maintenance has been properly carried
Issue: 02 Page 3-7

out before issue of the certificate of release to service. Hence, the audits shall
include a percentage of random audits carried out on a sample basis when
maintenance is being carried out at different shifts.
3.1.3.6 Complete or several partial audits
The audit shall ensure that all aspects of NCAR Part-145 compliance are checked
every 12 months. As per the provisions laid down in NCAR AMC.145.A.65(c)(1) the
audit may be carried out as a complete single exercise or may be subdivided into a
series of partial audit visits over the 12 month period in accordance with a scheduled
plan. The audit in Summit Air shall be subdivided into various areas to be at least
covered once in every 12 months.
3.1.3.7 Principles when deviations are noted on a line of product
The audit does not require each procedure to be checked against each product line
when it is 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 shall be rechecked
against other product lines until the findings have been rectified after which the
independent audit procedure shall revert back to 12 monthly for the particular
procedure.
3.1.3.8 Grouping of Audits
Refer to MOE Section 3.1.3.4.
Audit Program
& CAM Director.
Page 3-8 Issue: 02

3.1.4.1 Audit Program Areas and Frequency
The following areas, but not limited to, shall be audited as per audit frequency listed:
Interval Interval
Audit Area Audit Area
(months) (months)
A: Maintenance B: Facilities
 Maintenance Data 12  Offices 12
 Production Planning  Wheel & Brake Shop
 Aircraft Records;  Battery Shop
Logbooks; SBs/ADs  Airport Offices
Evaluation & Compliance
 Certification D: Management
 Occurrence Reporting  Organization & 12
Management
C: Material Management  Personnel
 Stores 12 Requirements
 Tools & Equipment  Training &
 Acceptance of Competency
Components  Certifying & Support
Staff
 Personnel Records
E: Product Audit F: Other Areas
 Wheel Assembly (Both Line Station 12
Main & Nose) 12 Contractor / Sub
 Brake Assembly Contractor
 Aircraft Battery
 Battery Pack for G: Maintenance Audits
Emergency Lighting (Random – 3 audits / year)
aircraft)
 Aircraft (Sampling) H: Quality System Audit 12
Note: Follow up Audit to be done after 3 months of carrying out the

above audits
Quality Auditor is responsible to ensure that quality audits are completed in time and
intimates the Quality Director accordingly.
3.1.4.2 Quality Audit Reports Retention
Refer to MOE Section 3.1.2.3.2
Issue: 02 Page 3-9

3.2 Quality Audit of Aircraft and/or equipment

Policy
The aim of Quality Assurance is to provide an independent and unbiased picture of

the performance of Summit Air’s Part 145 AMO and to verify that the activities
comply with the MOE and other quality manuals and confirm that the systems and
procedures described in this MOE and other quality manuals remain effective and
are achieving the NCAR & Part 145 AMO requirements.
To achieve the above, the audit shall sample check one product on each product line
(as approved in the Part 145 Schedule of Approval) every 12 months so as to verify
the effectiveness of maintenance procedures compliance. Procedures and product
audits may be combined or grouped by selecting a specific product example, such
as an aircraft or engine or instrument and sample checking all the procedures and
requirements associated with the specific product example so as to ensure that the
end result shall be an airworthy product. Sample checking of a product means to
witness any relevant testing and visually inspect the product and associated
documentation.
Audit Program
The audit program is listed in MOE Section 3.1.4.1. The Product Sampling audit
listed in the program shall include each line of product such as:
 Aircraft
 Equipment or Components such as aircraft battery, wheels, brakes, etc. (as
approved in the Part 145 Schedule of Approval)
3.2.2.1 Quality Audit of Aircraft
Purpose
To ensure that all required documents, safety equipment, necessary placards,

mandatory equipments, etc. are installed in the aircraft and are functional and
operational as per required standards. Also to ensure that maintenance tasks on
aircraft are being carried out in compliance to approved customized maintenance
schedule and other procedures listed in this MOE.
This audit may form part of Ramp Inspection Audit or Line Station or may be done
separately.
Scope
All type of aircraft operated by Summit Air.
Procedure / Method
1. Quality Auditor audits the aircraft as per the aircraft audit checklist.
2. At least one aircraft of each type to be sampled within a 12 month period.
Page 3-10 Issue: 02

3. Non-Conformance Report is raised for each aircraft and relevant departmental

head is responsible to carry out corrective and preventive actions in a timely
manner as specified.
4. Ensure all safety measures are taken while carrying out the tasks. All warning
and cautions are strictly adhered to during maintenance.
3.2.2.2 Quality Audit of Equipment / component
Purpose
To ensure that all equipments and components (as approved in the CAAN.145.009
Schedule of Approval) are maintained / repaired as per required standards and
procedures and, also, to ensure that maintenance tasks on those equipment /
component are being carried out in compliance to approved customized
maintenance schedule and other procedures as listed in the appropriate CMM or
AMM or in this MOE.
Scope
All type of products as listed in the Part 145 AMO Schedule of Approval
CAAN.145.009.
Procedure / Method
1. Quality Auditor audits the component / equipment as per the component /

equipment audit checklist.
2. At least one component / equipment of each type to be sampled within a 12
month period.
3. Non-Conformance Report is raised for each component / equipment and relevant
departmental head is responsible to carry out corrective and preventive actions in
a timely manner as specified.
4. Ensure all safety measures are taken while carrying out the tasks. All warning
and cautions are strictly adhered to during maintenance.
Auditing Methods
3.2.3.1 Sampling Audit
Generally, the audit shall be of sample checks of all aspects of Summit Air’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.
3.2.3.2 Investigative / Trail Audits
At times an audit maybe required as a result of a report of unusual or suspicious

activity or error on the part of an individual or a department. Such “investigative”
audit shall generally be focused on specific aspects of the work of a department or
individual. For such audits, an audit trail may also be required to be followed to figure
out where things have gone wrong and why. All personnel are invited to report
suspicions of improper activity to the Director of Quality Assurance.
Issue: 02 Page 3-11

3.2.3.3 Records of Quality Audit reports retention
Refer to MOE Section 3.1.2.3.2
3.3 Quality Audit Remedial Action Procedure

Purpose
An essential element of the quality system is the quality feedback system. The
principal function of the quality feedback system is to ensure that all findings
resulting from the independent quality audits are properly investigated and corrected
in a timely manner and to enable the accountable manager to be kept informed of
any safety issues and the extent of compliance with NCAR Part-145.
Procedure
1. Corrective (immediate) and Preventive (long term) Action:

a. All Non-Conformance Reports raised are addressed by the QA Director to the
Accountable Manager and with a copy to the relevant departmental heads
who shall be responsible to analyze the root cause of the existing discrepancy
and accordingly initiate and implement corrective and preventive actions
towards all non-conformances within a designated timescale.
b. Departmental Heads are responsible to the Accountable Manager through
Quality Director for timely completion of corrective (immediate) and preventive
(long term) action as per the specific time limits or target date provided in the
non-conformance report.
c. The corrective and preventive actions / plans report may be rejected by
Quality Director and returned to the Departmental Heads or post holders of
the area audited if the auditee failed to address/ justify the root cause,
corrective and preventive action.
d. If satisfied the Quality Director shall forward the report to the Quality Auditor
for verification during follow up audit.
e. Recurring non-conformance shall be listed for further action by the Quality
Director.
f. Regular meetings shall be held by the Accountable Manager with the Quality
Director and other concerned departmental heads to review the progress of
corrective actions. The meeting minutes shall be recorded.
2. Classification of Non-Conformance Findings:
ACTION
LEVEL FINDINGS
BY
1 Non-conformance to airworthiness or safety requirements 1 week
2 Non-conformance not directly related to airworthiness or 4 Weeks
safety requirements
3 Observation for improvement or enhancement As
required
Page 3-12 Issue: 02

Postponement of Corrective Action Plan target date
If the set target date for closure of findings in the prepared & submitted corrective
plan cannot be met due to any reasons, then the Departmental Heads or post
holders of the area audited shall request QA for extension of the target date with the
reason for the extension request along with any other relevant information or
documents as applicable. Such requests may be accepted or rejected by the QA
Director. Should such requests be rejected then the Departmental Heads or post
holders of the area audited must take immediate corrective action within a week.
If a corrective action plan has not been received by QA within the specified period,
then QA shall send a reminder to the Departmental Heads or post holders of the
area audited to respond within a week. The Accountable Manager shall also be
briefed on this.
Review and Evaluation
Upon receipt of the responses from the auditee on corrective and preventive action,
relevant auditor shall verify the adequacy of such action/ plan and close the findings
if found satisfactory. However, he/she may carry out follow up audit if the corrective
action taken is deemed inadequate or to verify effectiveness of implementation.
Closing of Audit:
Each Non-Conformance Report is closed when Quality Director is satisfied that

corrective and preventive action is effective and adequate and has been
implemented.
Quality audit & feedback records retention
Audit Reports along with feedback reports shall be retained in Quality Assurance for
a period of 2 years from the date of audit closure. The following shall be retained:
 Audit report along with follow-up audit report

 Corrective action plans undertaken
 Any supporting / corroborating documents
Review of Quality System Overall results
The stated objective of the QA program to improve the overall safety performance
and compliance with regulations shall be reviewed regularly (at least once a six
months) by the Accountable Manager with the departmental heads including QA.
The meetings shall also review the progress of corrective actions. The meeting
minutes shall be recorded. This meeting may be separate or the agenda could be
incorporated in other meetings conducted by the Accountable Manager with
departmental heads.
Issue: 02 Page 3-13

3.4 Certifying Staff Qualification & Training Procedures

Certifying Staff – General
1. Certifying staff means those persons qualified to CAAN Part 66 or equivalent

licensing / authorization requirements (with respect to aircraft) and who are
authorized by Summit Air (both aircraft and component) in accordance with the
Summit Air approved procedures to certify aircraft or aircraft components for
release to service.
2. Certifying staff holding license / authorizations shall issue the “Certificate of
Release to Service” for repair, inspection, replacement, modification and defect
rectification as defined in his/ her scope of authorization.
3. All such authorizations are issued by the Quality Director in relevant category or
by CAAN as applicable.
4. Certifying staff should have completed 21 years of age to be eligible for
authorization.
5. Certifying staff must meet the maintenance or other requirements as listed in
MOE Section 3.4.2.2.
6. The Quality Director shall be responsible for the control & administration of the
authorizations. He shall also be responsible for the system and procedures that
are followed for issuance of the authorizations. He also maintains a list of
certifying staff record IAW provisions laid down in MOE Part 1.6.1.
7. The certifying staff shall notify Engineering Director and/or CAM Director in case
of any change to his/ her License / Approval status due to any notification from
CAAN.
8. It is the responsibility of each certifying staff / approved person to replace his or
her License/Approval when it becomes lost or mutilated. They shall notify
Engineering Director and/or CAM Director about the replacement action.
9. CAM Director shall maintain a personal file containing details of the certifying
staff along with License/ Approval record for each certifying staff.
10. Certifying staff must be able to produce their authorizations to any authorized
person within 24 hours when requested to do so.)
Certifying Staff Qualifications / Experience
3.4.2.1 Authorization Codes & Scope
The company authorization format is provided in Section 5 (Sample Documents).
Quality Assurance shall use the following company authorization codes & scope
codes while issuing the authorization to certifying staff:
Aircraft Authorization Category Codes
Category A: This authorization category shall be used for holders of NCAR Part 66
Category A AMTL Licence. Line Maintenance Certifying Technician (LMCT) may
perform and certify simple minor maintenance tasks as defined in the scope.
Category B1: This authorization category shall be used for holders of NCAR Part 66
Category B1 AMTL Licence or holders of CAAN AMTL licence in Category A & C.
Page 3-14 Issue: 02

Line Maintenance Certifying Engineers (LMCE) and Base Maintenance Certifying

Engineers performing functions of either Support Engineer or Inspector or Supervisor
may perform and certify maintenance tasks as defined in the scope.
Category B2: This authorization category shall be used for holders of NCAR Part 66
Category B2 AMTL Licence or holders of CAAN AMTL licence in Category E, I & R.
Line Maintenance Certifying Engineers (LMCE) and Base Maintenance Certifying
Engineers (BMCE) performing functions of either Support Engineer or Inspector or
Supervisor may perform and certify maintenance tasks as defined in the scope.
Category C: This authorization category shall be used for holders of NCAR Part 66
Category C AMTL Licence or holders of CAAN AMTL licence in Category A & C or
E, I & R. Base Maintenance Certifying Engineers (BMCE) may issue CRS following
base maintenance or major maintenance as defined in the scope.
Aircraft Authorization Scope Codes
01 Tasks (a to q) as listed in NCAR Part 145 AMC 145A.30(g)

02 Preflight (PDI) & Daily Inspections (DI)
03 Airframe & Systems
04 Engine, Propeller & Systems
05 Electrical Power Generation, Distribution & Consumption Systems
06 Instruments & systems
07 Radio Communication / Navigation / Radar Systems
08 Minor Structure Repair: access panels, fairings, cowlings, etc.
09 Major Structure Repair
10 Engine Change
11 Engine Ground Run (Idle)
12 Engine Ground Run (Max power)
13 Base Maintenance CRS
14 Line Maintenance CRS
15 Limited Line Maintenance CRS for simple maintenance tasks as per
MOE 3.4.2.1.6
16 Aircraft Taxi
17 Aircraft Weighing
18 Borescope Inspection
Non Aircraft or Non Type Related Authorization Scope

Codes
N1 Issue of CRS on components within company scope of work and
stated in capability list in MOE 1.8.2 & 1.9.3
N2 CAAN Form 1 signatory
N3 Maintenance planning engineer /Technical Records / Document
Control
N4 Aircraft Battery Capacity Check & general overhaul
N5 Repair/overhaul of aircraft wheels
N6 Repair/overhaul or aircraft brakes
N7 FDR / CVR Download & Readout
N8 Material Inspection
Issue: 02 Page 3-15

Quality Assurance Authorization Scope Codes
Q1 Quality Auditor
Q2 Product Inspection Audit
Q3 C of A Renewal Inspections
Q4 Stores Inspection
Note: The above QA authorizations are to be exercised only after QA

notification.
Limitation Codes
All limitations on CAAN Part 66 or equivalent licence shall apply.
Simple Maintenance Tasks
Typical tasks permitted to be carried out by the category A and issue CRS as
specified in NCAR 145.A.50 as part of minor scheduled line maintenance or simple
defect rectification are contained in the following list:
a) Replacement of wheel assemblies.

b) Replacement of wheel brake units.
c) Replacement of emergency equipment.
d) Replacement of ovens, boilers and beverage makers.
e) Replacement of internal and external lights, filaments and flash tubes.
f) Replacement of windscreen wiper blades.
g) Replacement of passenger and cabin crew seats, seat belts and harnesses.
h) Closing of cowlings and refitment of quick access panels.
i) Replacement of toilet system components but excluding gate valves.
j) Simple repairs and replacement of internal compartment doors and placards but
excluding doors forming part of a pressure structure.
k) Simple repairs and replacement of overhead storage compartment doors and
cabin furnishing items.
l) Replacement of static wicks.
m) Replacement of aircraft main and APU aircraft batteries.
n) Replacement of inflight entertainment system components but excluding public
address.
o) Routine lubrication and replenishment of all system fluids and gases.
p) The de-activation only of sub-systems and aircraft components as permitted by
the MEL for the aircraft where such de-activation is agreed by CAA Nepal as a
simple task.
q) Replacement of any other component as agreed by CAA Nepal for a particular
aircraft type only where it is agreed that the task is simple.
The holder of only a category A (Part 66) aircraft maintenance licence shall be
granted appropriate certifying authorization for the above mentioned simple
maintenance tasks on aircraft type provided he has satisfactorily completed the
Page 3-16 Issue: 02

relevant category A aircraft task training carried out by Summit Air’s Engineering
Department or other appropriately approved Part 145 AMO or Part 147 training
school. The training shall include practical hands on training and theoretical training
as appropriate for each task authorized. Satisfactory completion of training shall be
demonstrated by an examination or by workplace assessment carried out by the
organization.
3.4.2.2 Maintenance Experience / Requirements for CAAN Part 66

Licence
As per the requirement of Part-66.A.30, the following maintenance experience is

needed to obtain Part 66 Licence:
 Experience may be gained outside of civil aviation.

 All experience must be gained in the previous 10 years.
 At least 1 year must be recent maintenance experience.
 The required experience may be reduced following certain recognised or
approved training.
 Experience required differs for different licence categories
Maintenance experience requirements for Part 66

licence categories
For Cat B1.1, B1.3 and B2 (Ref Part 66.A.30 (a))
 5 years of practical experience on operating aircraft or

 3 years of practical experience on operating aircraft following completion of a
training course accepted by the authority or
Part-147 Approved Basic Training course
For Cat A, B1.2, B1.4 and B3 (Ref Part 66.A.30)
 3 years of practical experience on operating aircraft or

training course accepted by the authority or
 1 year of practical experience on operating aircraft following completion of a
Part-147 Approved Basic Training course.
For Cat C with respect to large aircraft
 3 years of experience exercising Cat B1.1, B1.3 or B2 privileges on large

aircraft, or
 5 years of experience exercising Cat B1.2 or B1.4 on other than large aircraft.
For type endorsement for licence or authorization, the candidate must also have
received appropriate type training on an aircraft for which endorsement is sought.
The level of type training shall depend on the licence category (A or B1 or B2) as per
the requirement laid down in Part 66 Appendix III.
Issue: 02 Page 3-17

3.4.2.3 Certifying Authorizations Requirements
The following criteria must be met before issuance of Certifying Authorization to

personnel:
a) Must be 21 years of age or above
b) In respect of aircraft, be a holder of NCAR Part 66 or equivalent Aircraft
Maintenance Engineer’s / Technician’s License appropriately type rated and
issued by CAA Nepal or recognized by CAA Nepal
c) Must have received sufficient update training of organisation procedures
(MOE, CAME, etc.), aviation legislation, human factors and update type or
other training (as required) prior to consideration for an authorisation.
(145.A.35(d))
d) Must have maintenance experience as defined in MOE Section 3.4.2.2 (Ref
Part 66.A.30)
e) Have been involved in at least six months of “actual relevant aircraft or
component maintenance experience” in the last two years. (145.A.35(c))
f) Must undertake an authorisation assessment (competency assessment) to
ascertain qualification, competence and capability for intended duties.
g) Must be medically fit to carry out his/her duties and responsibilities
Besides the above the following are required to be complied with for issuance of
certification authorization for various aircraft maintenance activities:
Pre Departure / Transit Inspection Certification
Pre departure / transit inspection certification authorization shall be issued to CAAN

AMTL Licence holders on at least Category “A” in the relevant aircraft or holders of
both Cat E & I in the relevant aircraft. For Cat E & I holders a separate task training
program and competency assessment shall be carried out before issuance of
authorization. Holders of daily Inspection authorizations shall automatically qualify for
this authorization and a separate authorization shall not be issued. They shall have
at least six months of practical experience on the operating aircraft but this
maintenance experience may be waived if the licence person has more than one
year maintenance experience on an equivalent or larger aircraft than the operating
aircraft.
Pilots holding CPL or ATPL Licence in relevant aircraft shall be automatically

authorized to carry out pre departure / transit inspection certification on the aircraft
subject to their initial type conversion course syllabus covering inspection items on
check procedures on transit / walk around inspection. In such cases no separate
authorization shall be issued to them. Only PIC shall be authorized to certify pre-
departure or transit inspections.
Daily Inspection Certification
Daily inspection certification authorization shall be issued to CAAN Part 66 or

equivalent AMTL Licence holders of Category “A & C” in the relevant aircraft. Daily
Inspection Certification Authorization may also be issued to holders of CAAN Part 66
or equivalent AMTL licence in both Category “E & I” on the relevant aircraft
authorization in their respective category. However, such authorizations may be
Page 3-18 Issue: 02

issued only after relevant task training covering daily inspection items are imparted
and the person is duly assessed for competency. They shall have at least six months
of practical experience on the operating aircraft. The six months maintenance
experience may be waived if the licence person has more than one-year
maintenance experience on an equivalent or larger aircraft than the operating
aircraft.
The task trainings for Cat E & I holders shall be structured and CAAN shall be
notified before issuance of authorization. QA shall closely monitor and control the
structured training program. The theoretical elements of the structured training
program may be waived or curtailed if the avionics licence holder has already
successfully completed a B1 type course from a Part 147 organization or a CAAN
approved B1 or equivalent course.
The authorization extension shall be limited to the inspection and aircraft servicing
works only (fuel/oil/hydraulic/galley & toilet fluids) during the DI, PF or transit
inspections. Should any discrepancy be noticed during inspection and requires
maintenance action, then it shall be performed only by a qualified and properly
authorized person of the trade.
This extension of the certifying privileges to the Avionics (both E & I) shall be
applicable to only those aircraft where:
A) The DI, PF or transit inspection requirements are not part of AMM Ch 5 or

OEM MPD and has been developed by Summit Air in its CMS/CMP.
OR
B) The DI, PF or transit inspections requirements are mentioned in the AMM

Ch 5 or OEM MPD but at the same time it is also mentioned that
compliance of such inspections can be met by a pilot who has been
trained in the tasks.
Line Maintenance
Authorized certifying staff for line maintenance shall hold relevant CAAN Part 66 or
equivalent AMTL licence in their respective trade and have at least six months of
practical experience on the operating aircraft. The six months maintenance
experience may be waived if the licence person has more than one-year
maintenance experience on a larger aircraft than the operating aircraft. Such
authorized certifying staff shall issue certificate of release to service following minor
scheduled and line maintenance and simple defect rectification. It shall also include
daily and pre-departure inspections.
Base Maintenance
The authorized certifying staff issuing the CRS after base maintenance shall hold
Part 66 Cat C or equivalent AMTL licence in either mechanical (A & C) or avionics
(E, I & R) and shall have experience as follows:
Issue: 02 Page 3-19

 3 years of experience exercising Cat B1.1, B1.3 or B2 (or equivalent CAAN

AMTL licence) privileges on large aircraft, or
 5 years of experience exercising Cat B1.2 or B1.4 on other than large aircraft.
Also, if the person holds an engineering degree and has 3 years of experience
working in a civil environment on a representative selection of tasks directly
associated with aircraft maintenance including 6 months of observation of base
maintenance tasks.
Authorized certifying staff (A & C) for base maintenance shall issue certificate of
release to service following maintenance including aircraft structure, powerplant and
mechanical and electrical systems. Replacement of avionic line replaceable units
requiring simple tests to prove their serviceability shall also be included in the
privileges of A & C.
Authorized certifying staff (E, I, & R) shall issue certificate of release to service
following maintenance on avionic and electrical systems not covered by authorized
privileges of A & C holder.
Support Staff
During base maintenance all certifying staff except the one issuing the CRS shall be
considered as support staff.
Component Certification
A component which has been maintained off the aircraft in workshop shall require a
certificate of release to service after such maintenance. CAAN Form 1 shall
constitute as being the certificate of release to service for components maintained off
the aircraft in workshop. However, another certificate of release to service shall be
issued once the component is installed properly on the aircraft. The aircraft
installation entry in the Aircraft Flight Log shall constitute this certificate of release to
service.
The authorized certifying staff must meet the requirements as listed in Section
3.4.2.2.
Avionics Extension to A & C Authorization holders
AMEs with Type Rating endorsement and having full scope approval from the
organization in A & C category may be approved by Quality Director for specific
tasks in Line Maintenance in ‘Avionics’ stream, after appropriate task training. The
approval to the candidates shall be granted by Quality Director after successful
completion of the task training while remaining within the scope of privileges as listed
in NCAR.
Mechanical Extension to E, I & R Authorization holders
AMEs with Type Rating endorsement and having full scope approval from the
organization in E, I & R category may be approved by Quality Director for specific
Page 3-20 Issue: 02

tasks in Line Maintenance in mechanical stream, after appropriate task training. The
approval to the candidates may be granted by Quality Director after successful
completion of the task training while remaining within the scope of privileges as listed
in NCAR.
One-Off / Single Event Certification
One-Off certification authority may be issued to other company’s certifying personnel

or the Company’s certifying personnel in case of emergency at out stations or in
unforeseen circumstances where the aircraft grounding could not reasonably have
been predicted because the defect was unexpected due to being part of a hitherto
reliable system and where company’s appropriate certifying personnel are not
stationed. One-Off certification authority maybe issued by Quality Director for
conditions such as
 DI certifying authority to both Cat E & I authorization holder (Summit Air

employee or other company employee) where the company’s A&C holder is not
available or cannot be transported due weather conditions or non-availability of
flight. However, the holder should have both E & I authorization for the same
aircraft
 DI certifying authority to A&C holder where the company’s A&C holder is not
available or cannot be transported due weather conditions or non-availability of
flight. The person being authorized should hold authorizations of equivalent
level and scope on other aircraft type of similar technology, construction and
systems
 “R” category certifying authority to other company certifying personnel where
the company’s “R” holder is not available or cannot be transported due weather
conditions or non-availability of flight and the job requires certification by “R”
category holder.
 Duplicate Inspection to E, I & R authorization holders on work carried out on
mechanical systems (A & C systems) or vice versa (same type of aircraft)
where a second relevant certifying person is unavailable and cannot be made
available due to unforeseen circumstances.
One-Off Authorization shall be issued for flight to base only where the company’s
authorized personnel are available. One-Off Authorization may also be issued for
minor maintenance tasks to E & I holders in cases of urgency such as clearing of
runways should aircraft be stranded on runways due any reasons. This one off
authorization shall be limited to bringing the aircraft to the parking bay only.
For one off authorization a request shall be made in writing to the Quality Director by
the Engineering Director through the CAM Director. The request must detail the
reasons for such requirement. All documents of his existing authorization related with
the person for whom the authorization is sought shall be included in the request.
Once the Quality Director is satisfied that the full technical details relating to the work
required to be carried out have been established and passed to the certifying staff
and the issuance of such authorization does not “hazard seriously the flight safety”,
then the authorization maybe issued.
Issue: 02 Page 3-21

The person to whom a one-off Authorization is issued should be provided with all the
necessary information and guidance relating to maintenance data and any special
technical instructions associated with the specific task undertaken. The completed
tasks should be verified by visual examination and/or normal system operation upon
return to a station where the company’s authorized certifying personnel are
available.
However, as far as possible, such one-off authorization issuance shall not be

encouraged but maybe done in special circumstances.
Issuance of Authorization
3.4.3.1 Examination Committee
A standing examination committee shall exist to conduct the internal assessment of

a candidate after endorsement of type rating on the Part 66 licence by CAAN. The
examination committee shall be headed by the Director of Quality Assurance. The
members of the Committee shall be the Director of Engineering Department (or
designee), Director of CAM Department (or designee) and an expert (invitee) in the
relevant category or field. The Committee shall be responsible to conduct an internal
assessment before issuance of an authorization by QA. The assessment shall
comprise the following subjects:
 Oral & Practical examination on type
 Company Procedures (MOE, CAME, etc.)
 Aviation Legislation including NCAR
 Human Factors in maintenance
Note: Should an in house subject expert not be available, then an external expert
shall be utilized.
3.4.3.2 Issuance of Authorization (Old Licence Type)
1. Candidate should must meet the maintenance requirements laid down in Section
3.4.2.2 and other requirements mentioned in Section 3.4.2.3.
2. Have at least six months of practical experience on the relevant aircraft or shop in
the preceding two years.
3. The name of a candidate to be considered for issuance of an authorization shall
be forwarded by the Engineering Director to the Quality Director.
4. An internal departmental competency assessment shall be carried out by an
Examination Committee headed by QA Director as mentioned in Section 3.4.3.2
5. The successful candidate shall be issued the authorization by Quality Director
mentioning the scope of the approval and restrictions, if any in the Certificate of
Authorization.
6. Unsuccessful candidates may reapply for the competency assessment after
gaining additional 3 months practical experience on the respective
aircraft/engine/systems.
7. On completion of the assessment of an applicant for the grant of authorization,
the Quality Director raises an authorization booklet and an authorization number
allocated. In addition a copy of the staff authorization booklet is raised and filed in
the applicant’s personal file and an authorization stamp allocated. A sample
certifying authorization stamp is shown below.
Page 3-22 Issue: 02

3.4.3.3 Issuance of Authorization to initial Part 66 AML
Category A: The holder of only a category A (Part 66) aircraft maintenance licence
(AML) shall be granted appropriate certifying authorization to issue certificates of
release to service following minor scheduled line maintenance and simple defect
rectification within the limits of tasks (MOE 3.4.2.1.6) specifically endorsed. The
person shall have satisfactorily completed the relevant category A aircraft task
training carried out by Summit Air’s Engineering Department or appropriately
approved Part 147 training school. The training shall include practical hands on
training and theoretical training as appropriate for each task authorized. Satisfactory
completion of training shall be demonstrated by an examination or by workplace
assessment carried out by the organization.
Category B1: The holder of B1 (Part 66) AML shall be granted appropriate certifying
authorization to issue certificates of release to service and to act as B1 support staff
following:
 Maintenance performed on aircraft structure, powerplant and mechanical and

electrical systems.
 Work on avionic systems requiring only simple tests to prove their
serviceability and not requiring troubleshooting.
Note:
 Category B1 shall include the corresponding A subcategory.
 Must meet the maintenance and other requirements as specified in MOE
3.4.2.2 & 3.4.2.3
Category B2: The holder of B2 (Part 66) AML shall be granted appropriate certifying
authorization to issue certificates of release to service and to act as B2 support staff
following:
 Maintenance performed on avionic and electrical systems, and

 Electrical and avionics tasks within powerplant and mechanical systems
requiring only simple tests to prove their serviceability; and
He/she may also issue certificates of release to service following minor scheduled
line maintenance and simple defect rectification within the limits of tasks specifically
endorsed on the certification authorization (MOE 3.4.2.1.6).
Note:
 The category B2 licence does not include any A subcategory. However,
relevant Category A aircraft tasks may be authorized following satisfactory
training carried out by Summit Air’s Engineering Department or appropriately
approved Part 147 training school; and
 Six months of documented practical experience covering the scope of the
authorization that will be issued. The task training shall include practical
hands on training and theoretical training as appropriate for each task
authorized. Satisfactory completion of training shall be demonstrated by an
examination or by workplace assessment. Task training and
examination/assessment shall be carried out by Summit Air’s Engineering
Issue: 02 Page 3-23

Department The practical experience shall be also obtained within Summit

Air’s Engineering Department
 Must meet the maintenance and other requirements as specified in MOE
3.4.2.2 & 3.4.2.3
Category C: The holder of Category C (Part 66) AML shall be granted appropriate
certifying authorization to issue certificates of release to service following base
maintenance on aircraft. The privileges apply to the aircraft in its entirety.
Note:
• Must meet the maintenance and other requirements as specified in MOE
3.4.2.2 & 3.4.2.3
Company Authorization Stamp
Once an authorization has been issued the person shall be provided
with a company authorization stamp whose sample is given. This stamp
shall be kept in safe custody by the authorized person and shall be held
responsible for its proper usage. Loss of stamp must be reported to QA
immediately.
Renewal / Validity of Authorization
Authorizations shall be renewed or remain valid if the certifying personnel fulfill the
following criteria:
1. Holder’s CAAN Part 66 or equivalent AMTL licence remains current. It is the

responsibility of the holder to maintain his licence valid.
2. The holder must be involved in at least 6 months actual relevant aircraft or
component maintenance experience in any consecutive 2 year period.
3. The holder has been medically examined in the preceding 24 months and has
been declared medically fit.
4. The holder must have undergone continuation training in each two year period
to ensure that their knowledge of relevant technology (aircraft / component
type), organisation procedures and human factors issues remain current. A
waiver of 10% for scheduling purposes due to availability of instructors subject
to the holder's CAAN AMTL or authorization remains valid.
5. Holder is employed by Summit Air or contracted by the company or by an
organization that has a valid maintenance agreement with Summit Air.
6. Use of the authorization outside of the terms specified will automatically
invalidate such authorization.
Note: A competency assessment of certifying personnel shall be carried out every
two years to ensure competency currency for authorization renewal / validity.
Revoking Procedures for Authorization
The authorization issued by Quality Director may be revoked if the following have not
been met or complied with:
1. Conditions listed in Section 3.4.5 are not met or complied with

2. The person’s behavior is detrimental to the interest of the organization
Page 3-24 Issue: 02

3. The person’s action is detrimental to the continued safety of the aircraft and
its airworthiness.
4. The person is not adopting safe maintenance practices and is not following
the company’s MOE procedures or the company’s rules & regulations or
CAAN rules and regulations
Before revoking a person’s authorization, the Quality Director and the CAM Director
shall review the above scenario and advise the Engineering Director of the same.
Note:
 Authorization may be suspended or revoked temporarily in cases of persons
whose resignation from the company is pending approval by the Accountable
Manager due any reasons.
 The authorization stamp must be returned to QA if the authorization is
revoked or invalidated.
Issue of Authorization to Foreign Licence Holders
Foreign Licence Holders may be authorized to carry out maintenance on Summit

Air’s aircraft within their privileges allowed by the issuing authority of the subject
licence. However, before an authorization for certification (under Summit Air’s Part
145 approval) can be issued and its privileges exercised the following conditions
should be met:
1. The foreign licence should be acceptable to CAAN
2. The licence should be current
3. Must have undergone a refresher training in the last 24 months if the foreign
licence has been issued or validated at a date which is 24 months earlier.
4. The holder should have exercised the privileges for at least six months in the
preceding two years in a satisfactory manner
5. For major maintenance works the foreign licence should be appropriately
endorsed.
6. For long term utilization (more than three months) a valid work permit (if
applicable) and/or security clearance should be available.
7. Appropriate passport and visa must be valid
8. Must have undergone a medical test in the last 24 months if the foreign licence
has been issued or validated at a date which is 24 months earlier.
9. The candidate must be provided with the NCAR 145 and company’s MOE
familiarization training along with the company’s documentation procedures.
10. If needed the candidate may be subject to an oral test / check.
11. For non-native English language speaking personnel an oral English test may
also be done if needed.
12. The company shall obtain assessment sheets from other organizations, where
possible and practicable, if certifying personnel are hired for specialized work
e.g., Structural work, NDT, etc.
Note: For issuance of authorization for specialized activities above procedure for
qualification and authorization shall also be followed.
Issue: 02 Page 3-25

Use of Authorization
1. All certifications must be made using the authorization number & stamp allocated.
2. The certifications shall normally consist of application of the stamp, along with the
normal signature and date. An exception may be made in the case of the
Technical Log, where the authorization number may be in writing along with the
signature. If date is not stated then the date of the Technical Log is assumed to be
the date of signature.
3. Certifying staff are responsible to the Quality Director for all certifications made
under the terms of the authorization. Particular care must be taken in the case of
major component changes i.e. Engines, Propellers, Undercarriages or control
surfaces. Detailed worksheets are to be raised in such cases and appropriately
signed.
4. Certifying staff are responsible for bringing to the attention of the Quality Director
reports covering any unusual occurrences or defects to aircraft, engines or
components.
5. Inspection stamps are the property of the company. The stamp issued to a
certifying staff is for his use only, and shall not be used by any other person. Loss
or damage to the stamp must be reported to the Quality Director immediately.
6. All work and inspections carried out under the terms of the authorization shall
conform to standard aeronautical practices as specified by the CAA Nepal, Part
145, NCAR for the time being in force and the procedures laid down in the
company Continuing Airworthiness Management and Maintenance Organization
Exposition.
7. Certifying staff are also responsible for ensuring that they are familiar with any
company directives that are issued from time to time.
8. Certifying staff are not required to carry their certification authorization. However,
when required by authority including CAAN the certifying staff shall be given a
reasonable time in which to show such certification authorization. The reasonable
time shall be 24 hours.
9. Inspection duties shall not be delegated to any other person.
Training Procedure
Training shall be conducted in the classroom located in the Summit Air facilities or at
any suitable location approved by Quality Director.
The training policy & provisions are listed in MOE Part 1.7.2 of this manual. Besides
those mentioned trainings other trainings may also be provided as maybe required
by CAAN from time to time.
Familiarization Type training: This training shall be imparted to all new technicians
and engineers within six months of their joining. The purpose of the training shall be
to make the personnel familiar with the aircraft, major component locations, servicing
requirements and procedures, standard work practices, etc. The training material
shall be in the form of handouts extracted from various manuals.
Aircraft Type Training: Aircraft type training in all disciplines shall be carried out by
Aircraft Manufacturers / EASA 147 / NCAR Part 147 approved company or CAAN
approved instructor. This training shall be imparted to engineers / technicians that
Page 3-26 Issue: 02

require type conversion or endorsement. It may also be imparted to engineers

working in support functions such as Technical Services, etc. The training material
shall be the aircraft type training manual and additional handouts as maybe needed
or supplied.
Refresher or continuation training: Refresher training (in-house) shall be imparted to

all licence / approval holders at least once in twenty-four months. Handouts maybe
distributed depending on the need. Refresher training contents shall include aircraft
systems, human factors, MOE procedures, regulatory requirements laid down in
NCAR Part 145, Part M and other issues related with audit findings or MORs.
Company Procedures: A familiarization in-house training on company procedures

related to aircraft maintenance and maintenance support activities shall be imparted
to all relevant personnel. This training shall be imparted as the need arises.
Human factors: All staff shall be trained on human factors. Initial training shall be
either subcontracted to a competent training provider or an in house course shall be
conducted IAW NCAR145.
On the job training: OJT shall be imparted to all technical personnel before being
released for independent work. QA shall evaluate the trainee’s performance before
assigning independent tasks.
Other Trainings: Additional trainings maybe required to be conducted as a result of

audit findings shortcomings or as maybe defined by CAAN from time to time or as
per requirements listed in Part M or Part 145.
An “Instructor Evaluation” form (SA-301) shall be filled by the participants and

maintained on record for the various training conducted. Filling of these forms shall
be voluntary on the part of participants.
While auditing, the auditor shall also focus on the training requirements of the
personnel of the units being audited and identifying any deficiencies in the training
needs so as to mitigate any risks or hazards and also to increase the productivity of
the personnel.
Note: The above trainings and requirements or needs and those mentioned in MOE
Part 1.7.3 shall be reviewed every two years for their effectivity and deficiencies and
other trainings may be devised as the need arises during review.
3.4.9.1 Fuel Tank Safety (FTS) Training
Requirement of FTS training (as mentioned in Part M Appendix XII TO AMC TO

M.A.706(f) AND M.B.102(c)) is NOT APPLICABLE to Summit Air as its L410 UVP-
E20 aircraft does not fall under the category of an aircraft with a maximum type
certified passenger capacity of 30 or more or a maximum certified payload capacity
of 7500 lbs (3402 kg) cargo or more.
Issue: 02 Page 3-27

3.4.9.2 Critical Design Configuration Control Limitations

(CDCCL) Training
The CDCCL items are of L410 UVP-E20 aircraft is covered under its AMM Chapter 4
& 5 and in its Maintenance Schedule. These chapters shall be covered under the
L410 UVP-E20 type course as imparted by OEM or Part 147 organization.
3.4.9.3 Electrical Wiring Interconnection Systems (EWIS)

Training
Requirement of EWIS training is NOT APPLICABLE to Summit Air as its L410 UVP-
E20 aircraft does not fall under the category of an aircraft with a maximum type
certified passenger capacity of 30 or more or a maximum certified payload capacity
of 7500 lbs (3402 kg) cargo or more.
3.5 Certifying Staff Records
The Quality Director shall have maintained a current list of certifying staff IAW
provisions contained in Part 1.6.1.
All the certifying staff and support staff records shall be maintained in hard copy or
electronic format by Quality Assurance Department along with the records of Form 4
post holders.
The following minimum information should be kept on record (Staff Record) in

respect of each certifying / support person.
1. Name
2. Date of birth
3. Basic training
4. Type training
5. Continuous training
6. CAAN licence
7. Experience with evidence of recent experience
8. Qualification relevant to the authorization
9. Certificate of authorization with scope of authorization
10. Date of first issue of the authorization
11. Expiry date of authorization
12. Authorization Number
13. Examination results
14. Evidence of company examination
The record may be kept in hard copy or electronic format and should be audited by
Quality Assurance for validity and currency.
When certifying staff are hired their training records (as far as practicable and
possible) shall be obtained from the previous organizations. If such records are not
made available then the certifying staff shall provide documentary evidence of such
records and if that is not available then the certifying staff being hired shall be
provided with the necessary trainings as per Summit Air requirements.
Page 3-28 Issue: 02

Access to certifying staff records are restricted to the following personnel: -
 Director Quality
 Director Engineering
 CAM Director
Note: Access to certifying staff records of Form 4 post holders shall be restricted to
QA Director only. The record files may be made accessible to the post holders only
in the presence of the QA Director.
Each individual is allowed reasonable access, on request, to their own records.
Records are kept securely and are retained for a minimum of three years following
the cessation of employment with the company, or after the withdrawal of the
authorization.
Certifying staff is furnished, on request, with a copy of their record when leaving the
company.
Company Authorization, Codes & Scope
The company authorization format is provided in Section 5 (Sample Documents).

The authorization codes used by Summit Air are provided in Section 3.4.2 of this
MOE.
3.6 Quality Audit Personnel
Summit Air’s Quality management team comprises a mix of full and part-time
personnel. Part time auditors are drawn from all operational departments. They may
include maintenance engineers or pilots as may be necessary.
Note: Quality audits shall be carried out by staff not having direct responsibility in the
areas being audited.
Purpose
To ensure that the audits are carried out in a planned manner by the auditor.
Procedure
Quality audits serve as a feedback to the management on the status of compliance

with airworthiness requirements and quality standards.
Quality auditor shall carry out audits by using checklist with reference to NCAR-145,
Part M, MOE requirements and other applicable regulations & requirements.
Auditors are independent of the function in the area of auditing.
Issue: 02 Page 3-29

Auditors Independence
Quality Auditors are responsible to carry out independent audits as per the approved
audit plan.
Auditors performing internal audits/inspections shall not have any day-to-day

involvement in the area of the operation and/or maintenance activity which is to be
audited. It will be normal to draw a qualified member of the work force to act as a
part-time auditor reporting directly to the Quality Director in respect of audit duties.
The Quality Director is to ensure that auditors are selected in accordance with this
principle as far as possible.
Auditor Qualifications / Profile
The areas of competence necessary to ensure an auditor is able to audit effectively

are:
 Should have at least five years of aviation related maintenance activities

experience including planning
 Ability to understand Aeronautical maintenance activities
 Should have sufficient working knowledge of quality audit system & ability to
carry out quality monitoring program audits.
 Must have received sufficient update training of organisation procedures
(MOE, CAME, etc.), aviation legislation (NCAR, Part 145, Part M, etc.),
human factors and type or other training (as required) prior to consideration
for an authorisation
Qualification Assessment
As mentioned previously internal auditor role shall normally be staffed by a number

of experienced employees from Engineering and/or CAM Department. Independence
of the auditor shall be maintained. Eligible candidates meeting the requirements
mentioned in Section 3.6.4 may be authorized to function as quality auditor after
being internally assessed as follows:
 Interview with candidate

 Review of training records & approvals
 Observation (if required)
The assessment shall be done by Director of Quality Assurance in coordination with

the Director of Engineering Department and/or Director of CAM Department.
Quality Auditor Personnel Records
The QA Director shall maintain a record of all Quality auditors being used by the
company. The record of the auditors shall be maintained in Form SA-307 (Staff
Record)
Page 3-30 Issue: 02

Access to the records are restricted to the following personnel: -
 Director Quality
 Director Engineering
 CAM Director
Each individual is allowed reasonable access, on request, to their own records.
Records are kept securely and are retained for a minimum of two years following the
cessation of employment with the company, or after the withdrawal of the audit
authorization.
The authorized auditor is furnished, on request, with a copy of their record when
leaving the company.
3.7 Qualifying Inspectors
Inspectors shall normally be drawn from the pool of experienced employees from
Engineering and/or CAM Department. These personnel may be authorized to
perform other additional functions as inspectors.
Aircraft / Components Inspectors
Certifying personnel meeting the requirements described in Section 3.4.1 may also
be authorized to function as aircraft / components inspectors as and when required.
Aeronautical Engineers or equivalent meeting the below requirements may also be
authorized to function as aircraft / components inspectors:

experience
 Received maintenance type course on the aircraft
 Knowledge of manuals and company procedures, current regulations
including NCAR, NCAR 145 and Part M.
 Knowledge of human factor principles

the Director of Engineering Department and/or Director of CAM Department. The
assessment shall consist of:

Issue: 02 Page 3-31

Material / Stores Inspectors
Certifying personnel meeting the requirements described in Section 3.4.1 may also
be authorized to function as Material Inspectors. Aeronautical Engineers or
equivalent meeting the below requirements may also be authorized to function as
aircraft material inspectors:

experience
 Must have received training (OJT or classroom) on material / stores
inspection and/or procedures
 Ability to view and understand technical documents including CRS documents
 Knowledge of manuals and company procedures, current regulations
including NCAR, NCAR 145 and Part M.

the Director of Engineering Department and/or Director of CAM Department. The
assessment shall consist of:

3.8 Qualifying Mechanics (non-certifying)
Mechanics working on aircraft or shop shall meet the following minimum

requirements:
 Must be 21 years or higher
 Should either be engineering diploma holders or should have passed AME
diploma course.
 Technicians not having above qualifications may also be employed provided
they have a minimum of five years of aircraft maintenance experience as
helpers to maintenance personnel and can demonstrate a level of experience
in servicing & maintenance of aircraft or component
 Should have received training on human factors in aviation maintenance
 Should have received training on company procedures and current CAAN
regulations.
 Should have received appropriate maintenance type training on the
company’s aircraft
Note: Above mentioned training must be provided within six months of joining the
company or before being allocated for independent work.
All the records of mechanics shall be maintained in hard copy or electronic format by
Quality Assurance Department in line with the guidelines provided in Section 3.5 as
appropriate.
Page 3-32 Issue: 02

3.9 Aircraft or Component Maintenance Task Exemption

Process Control
Purpose
This defines policies regarding exemptions related to maintenance tasks on aircraft /

aircraft component. Aircraft / aircraft component maintenance task exemption process
control is understood as method where time extensions from maintenance schedule
and / or deviation from manufacturer instructions become necessary. Such time
extension may be required due to lack of material, manpower, aircraft availability, etc.
and exemption shall be acquired from CAAN. However, for maintenance tolerances
provided in the Customized Maintenance Schedule the Quality Director may grant such
extensions.
Procedure
Process of exemption for deviation from an aircraft technical standard or maintenance

procedure shall be applied when maintenance personnel are unable to comply with a
particular requirement or to comply through method, different from that prescribed in the
relevant maintenance data. In this context, it shall refer to deviating from approved
maintenance standard. Request shall be made by the Engineering Department to the
CAM Department who shall review the request and forward it to the Quality Director for
approval. Once approved the QM shall forward it to the CAM Department who then
shall forward it to the Engineering Department. If the extension requires CAAN approval
then, Request for CAAN Approval Form shall be raised by CAM Department and
forwarded by Quality Director to CAAN for approval.
Existence of a procedure for obtaining an exemption from CAAN is not a reason for
applying for any change of maintenance instructions without prior notice of the
manufacturer’s instructions. Furthermore, this exemption procedure does not allow
modification of engineering design as well.
Maintenance Task Exemption Process
Aircraft / aircraft component shall be released to service after completion of required

maintenance / defect rectification according to maintenance data (Aircraft Maintenance
Schedule, Service Bulletins, etc.) and applicable mandatory requirements.
Before submitting application for such exemption, Engineering Director shall ensure that
all efforts to resolve the problem have been made and dispatch of aircraft is difficult
due to certain justified constraints. Constraints may be due to impracticality of
performing maintenance task due to lack of a tool, spare or other some nature
constraint such as location of aircraft (no exemption is possible to mandatory
requirements).
Request for maintenance task exemption that is not covered by the approved
maintenance schedule shall be generated by Engineering Department on prescribed
form (SA-305) for initial evaluation of CAM Director. When request is generated to
postpone routine task card not covered by maintenance schedule, compensation
action shall be taken in place of postponed action to ensure effectiveness of the
Issue: 02 Page 3-33

affected aircraft system. For exemption related to deviation from any maintenance
instruction, validation of modified instruction shall be obtained from the manufacturer.
Quality Director shall assess the request from the CAM Director and if found justified, a
request shall be submitted to the CAAN for approval. Prior to submission, following
shall be verified:
 Significance of deviation and justification

 Completeness of the request
 Relevant documents
Upon receipt of approval from CAAN, Quality Director shall intimate CAM Director and/or
the Engineering Director ensuring that the exemption is exercised in accordance with the
scope / limitation of approval. Certifying Staff shall be responsible to record any such
exemption and approval with reference in particular to Certificate of Release to Service
3.10 Concession Control for Deviation from Organization

Procedures.
The Quality Department under certain circumstances may make deviations from the
organization procedures.
The Quality Department may grant concessions or variations to the life of aircraft
components and to the date of maintenance checks. Concessions shall be limited to
that laid out in the appropriate customized maintenance schedule but is usually not
exceeding 10% of the life/inspection period. For such concessions / extensions
request shall originate from Engineering Department. CAM Director shall be
responsible for ensuring that a particular concession or variation does not exceed
the agreed period. They shall also justify the concession or variation request to
Quality Manager before his approval.
A concession or variation may not be granted by Quality Director if the period of the
concession or variation exceeds any Mandatory or Airworthiness limitations. For
such items CAAN approval shall be required.
Requests for concessions or variations that require CAAN approval shall originate
from Engineering Director. CAM Director shall be responsible for ensuring that a
particular concession or variation does not exceed the agreed period. They shall also
justify the concession or variation request to Quality Director.
The following conditions apply, where applicable, when considering a concession or

variation.
 Where components are concerned, that no repetitive failure pattern has occurred
during the previous two months.
 Where maintenance checks are concerned, that no ATA chapter technical
defects has exceeded the alert level during the previous two months.
 Where engines are concerned, a full engine run shall be carried out and must
meet the requirements laid down in the appropriate maintenance manual.
Page 3-34 Issue: 02

Any concession or variation requested in excess of the quoted figures may only be
granted by the CAA Nepal. The Quality Department must fully justify the reasons for
the request and are the only ones to apply this for.
A file shall be kept by CAM Department of all concessions and variations and each
shall be allocated a unique serial number.
3.11 Qualification Procedure for Specialized Activities i.e. NDT
Continued airworthiness non-destructive testing shall be done in accordance with the

maintenance data as specified in NCAR 145.A.45 for in service aircraft/aircraft
components for the purpose of determining the continued fitness of the product to
operate safely.
The following Non-destructive testing may be carried out in company operated

aircraft / aircraft components.
Visual and optical testing: The most basic NDT method is visual examination.
Visual examiners follow procedures that range from simply
looking at the part, unit to see and to judge the condition of
the Unit being inspected.
Penetrant Testing: Florescent Dye Penetrant inspection is used to reveal

surface breaking cracks in solid materials. The test object is
coated with a solution that contains a visible or fluorescent
dye. Excess solution is then removed from the surface of the
object but leaving it in surface breaking defects. A developer
is then applied to draw the penetrant out of the defects. With
fluorescent dyes, Ultraviolet light is used to make the bleed
out fluoresce brightly, thus allowing imperfection to be readily
seen. The red indications represent a number of defects in
this component.
Borescope Inspection: Borescope are used for inspection work where the area
to be inspected is inaccessible by other means, This type of
inspection mainly used on aircraft engines, As the device
used for this type of inspection is an optical device consist of
rigid or flexible tube with lens on the other linked together by
a relay, an eyepiece on one end, an objective optical system
in between. The optical system is usually surrounded by
optical fibers used for illumination of the remote object and a
rigid or flexible protective outer sheath. The remote object is
illuminated and an internal image formed by the objective
lens is relayed to the eyepiece which magnifies the internal
image and presents it to the viewer's eye.
Eddy Current Testing: Electromagnetic testing (eddy current testing) is used to

find surface and near surface defects in conductive materials
it is used by the aviation industry for defect detection such as
cracks, corrosion damage, and Thickness verification, and
Issue: 02 Page 3-35

for materials characterization such as metal sorting and heat

treatment verification. Applications range from fuselage and
structural inspection, to engines, to landing gear, to wheels.
Eddy current inspection involves intensive setup and
calibration.
Magnetic Particle Testing: This NDT inspection method is used to find

surface and near surface defects in ferromagnetic Materials.
Fluorescent and non-fluorescent, wet and dry methods, parts
are usually magnetized in at least two directions at right
angles to each other and demagnetization of the part is
required.
Ultrasonic Testing: This type of NDT Inspection uses high frequency sound
waves to interrogate the component for internal flaws via a
transmitting transducer to determine the presence of interior
flaws, measure thickness or determine material properties.
There are currently no specialized activities within the company except Visual &
Optical and Florescent Dye Penetrant testing.
All other required NDT shall be sub-contracted to other qualified Part 145
Organization or personnel appropriately qualified to Level 1, 2 or 3 as defined by the
European Standard EN4179 or EN 473 or NAS 410 or equivalent as specified in
NCAR 145.A.30 (f) dependent upon the non-destructive testing function to be carried
out.
NDT shall be carried out in accordance with manufacturer’s instructions and

certifying staff employed by Summit Air make the final Certificate of Release to
Service.
Qualifying NDT Personnel
The NDT specialized personnel shall be trained to either Level 1 or 2 or 3 (as may
be required) competency in the relevant technique as per the American Society for
Non Destructive Teasing (ASNT) or a full time course conducted by any organization
acceptable to CAAN.
The person involved in non-destructive testing shall be appropriately qualified to

Level 1, 2 or 3 as defined by the European Standard EN4179 or NAS 410 or
equivalent as specified in NCAR 145.A.30 (f) dependent upon the non-destructive
testing function to be carried out.
To obtain QA authorization on NDT (Eddy Current, MPI, Ultrasonic Testing) the

personnel:
 A valid licence/authorization issued by CAAN or acceptable to CAAN

 Valid recurrent training
 Valid human factors training
 Summit Air company procedures
Page 3-36 Issue: 02

To obtain QA authorization on Borescope Inspection:
 Must hold an AMT Licence or equivalent in at least relevant engine category

 Must have been trained on relevant engine Borescope inspection
 Valid recurrent training
 Summit Air company procedures training
Qualification assessment shall be done by:

Note: The assessment shall be done by Director of Quality Assurance in

coordination with the Director of Engineering Department and/or Director of CAM
Department.
Qualifying Aircraft Battery Servicing Personnel
The Aircraft Battery shop personnel shall be trained (theoretical and/or practical) on
servicing of both Ni-Cd & sealed lead acid battery. The duration of training shall be
appropriate to the nature of authorized servicing certification.
To obtain QA authorization on Aircraft Battery servicing, the personnel must hold:

 A valid licence / authorization (minimum Electrical category) issued by CAAN
or acceptable to CAAN
 Theoretical and/or practical training
 Summit Air company procedures training
Qualification assessment shall be done by:

Note: The assessment shall be done by Director of Quality Assurance in

coordination with the Director of Engineering Department and/or Director of CAM
Department.
3.12 Control of Manufacturers and Other Maintenance Working

Teams
In the event of manufacturers or other Part 145 maintenance working team being
contracted in, all policies and procedures (as appropriate to the nature of
maintenance work) laid out in this company exposition will be complied with.
Prior to the arrival of the team the Engineering Director will liaise with the Quality
Department and clarify the team’s qualifications, extent of work, whether the
Issue: 02 Page 3-37

technical data (including modifications or repair instructions, drawings, manuals, etc.)

to be used is up to date and approved. It will also have to be established who is to
issue the CRS for the completed task in accordance with NCAR Part 145.A 30 (d) –
(g) as appropriate. A copy of all working instructions shall also be submitted prior to
commencement of work.
The Engineering Director shall also liaison with the external maintenance working
team to coordinate on the supply and use of materials and tools for the maintenance
being performed. The Supervisor / Duty Engineer of Summit Air allocated during the
course of such maintenance shall ensure that all materials being used have
appropriate release certificates (Form 1 or equivalent or appropriate C of C for
consumables). A copy of all release certificates and documents shall be obtained for
traceability. The duty engineer shall also ensure that all tools requiring calibration are
so calibrated.
Before the start of the work / procedure the team leader will consult with the
Supervisor / Duty Engineer and the Quality Assurance Department to determine if
there are any stage inspections to be carried out and at what time scale.
Before commencement of work, the external team certifying personnel shall be

briefed on the Company’s procedures or documents as applicable to the nature of
the work being performed by the team. The briefing shall be either in classroom or in
situ but must be done before commencement of work. The contents and duration of
the training shall depend on the nature and extent of the work to be performed.
The team leader will liaise with the Supervisor / Duty Engineer on a daily basis to
brief on the progress of the assigned work and to ensure that all assigned work is
correctly documented and carried out IAW Summit Air’s requirements. Such briefings
shall be documented / recorded. A copy of all sign off documents shall be kept by
Summit Air for traceability.
3.13 Human Factors Training Procedure

Policy and Objectives
Human Factors training has proven to be an effective countermeasure against

human error in the workplace. It is the policy of Summit Air to train all certifying staff,
and post holders (NCAR 145) on human factors. Initial training shall either be
subcontracted to a competent training provider or an in house course shall be
arranged as specified in NCAR-145.
Categories of Staff to be trained
All engineering and support staff shall be trained on human factors as per Section
0.3.7.3 of this MOE & records maintained IAW procedures laid down in Section 3.5.
Page 3-38 Issue: 02

Initial Training
The initial training will be a two day course and shall be provided to the staff (who
have not been previously trained) within six month of joining the company. For
temporary or contractual staff training may be organized earlier as per the
requirement.
The initial training course may be independent or integrated within other training and
a set syllabus stated in NCAR Part 145 GM A.30 (e) shall be followed. The training
syllabus shall cover the following:
 Improvement of relations between Individual and Data (NCAR 145.A.45 & NCAR
145.A.65).
 Procedures and a system to report the error or ambiguities noted in Maintenance
activities.
 Procedures to report the errors or ambiguities noted on maintenance data /
instructions.
 Improvement of relations between Individual and Material (NCAR 145.A.40).
 Human factors associated in management, supply and use of tooling /
accessories.
 Improvement of relations between Individual and Environment (NCAR 145.A.25).
 Human factors associated in relation to the working environment.
 Improvement of relations between Individual and Individual.
 To know about their own and other’s limits. (NCAR 145.A.30).
 Human factor consideration in planning, preparation, co-ordination and teamwork
(NCAR 145.A.47).
 Human factor consideration associated with communication / transmission of
instructions and signing of tasks (NCAR 145.A.47 and 145.A.65).
 Human factors related to human performance and limitations in the management
of individuals (NCAR 145.A.47).
Note: Human factors training may also be structured to reflect the particular nature /
scope of the work of the personnel.
Recurrent Training
Besides the initial training, a recurrent / continuation training (condensed version of

initial training) of one day duration shall also be provided once in two years to staff
as listed in Section 0.3.7 (Manpower Resources & Training Policy).
Besides the regular human factors topics, the continuation training shall also cover
or may be amended to reflect relevant quality audit findings and other internal /
external sources of information available to the organization on human errors in
maintenance.
Requirements for Trainers
 Have an engineering back ground

 Have completed a course in Human Factors.
Issue: 02 Page 3-39

Note: Instructors having other educational backgrounds (relevant to some human

factors topics) may also be utilized to cover some specialized topics on human
factors as part time instructors.
Training Methods and Syllabus
The training method is by power point presentations supported by case studies,

handouts and video examples where practicable. The course shall content the
following topics as per GM.145.A.30 (e). Topics will be related to maintenance
engineering where possible
The training syllabus below identifies the topics and subtopics to be addressed
during the human factors training. Where possible, practical illustrations and
examples will be used, especially accident and incident reports.
1 General / Introduction to human factors

 Need to address human factors
 Statistics
 Incidents
2 Safety Culture / Organizational factors
3 Human Error
 Error models and theories
 Types of errors in maintenance tasks
 Violations
 Implications of errors
 Avoiding and managing errors
 Human reliability
4 Human performance & limitations
 Vision
 Hearing
 Information-processing
 Attention and perception
 Situational awareness
 Memory
 Claustrophobia and physical access
 Motivation
 Fitness/Health
 Stress
 Workload management
 Fatigue
 Alcohol, medication, drugs
 Physical work
 Repetitive tasks / complacency
5 Environment
 Peer pressure
 Stressors
 Time pressure and deadlines
 Workload
Page 3-40 Issue: 02

 Shift Work
 Noise and fumes
 Illumination
 Climate and temperature
 Motion and vibration
 Complex systems
 Hazards in the workplace
 Lack of manpower
 Distractions and interruptions
6 Procedures, information, tools and practices
 Visual Inspection
 Work logging and recording
 Procedure – practice / mismatch / norms
 Technical documentation – access and quality
7 Communication
 Shift / Task handover
 Dissemination of information
 Cultural differences
8 Teamwork
 Responsibility
 Management, supervision and leadership
 Decision making
9 Professionalism and integrity
 Keeping up to date; currency
 Error provoking behavior
 Assertiveness
10 Organization’s HF program
 Reporting errors
 Disciplinary policy
 Error investigation
 Action to address problems
 Feedback
Human Factor Investigation
This procedure defines the methods used by Summit Air engineering when
investigating maintenance errors or lapses, occurrences where human factors are a
contributory factor or the requirement to carry out a human factors investigation at
the request of the senior management.
The purpose of the investigation is to describe the sequence of events and historical
factors, causal and contributory factors and make recommendations to prevent re-
occurrence and not to operation blame for the occurrence.
If at any time the investigation process identifies deliberate or intended deviations

from internal and external procedures where the procedures were not a contributory
factor, the investigation process shall be handed over to Human Resources who
shall conduct a disciplinary hearing.
Issue: 02 Page 3-41

Investigation Process:
The investigation shall be carried out by the CAM Director and/or Engineering
Director immediately following the occurrence. A formal gathering of factors shall
take place, which may include:
• Aircraft / System / Component examination
• Review of current procedure pertaining to the task(s)
• Formal and informal interviews with all parties involved
• Photographic evidence
• Departmental procedures
• Management Review
Investigation Report:
The investigation report shall be arranged in the following format:

• Summary
• History
• Investigation
• Causal and Contributory Factors
• Human Factors Analysis
• Recommendations that may also include additional trainings
When the report is completed, the original shall be authorized by the CAM Director
and shall be sent to the responsible person for implementation or the concerned
individual.
3.14 Competence Assessment of Personnel
Personnel to be assessed IAW Part 145 A.30 (e).
Section 0.3 of this MOE contains pertaining information relating to the job
descriptions, qualifications, experience and skill level required for the nominated post
holders.
Section 1.4 of this MOE contains pertaining information relating to the job
descriptions for the various sectional or divisional heads or Incharges.
Section 0.3.7 of this MOE contains pertaining information relating to the training
requirement of various post holders and technical personnel.
Section 3.7, 3.8 & 3.11 of this MOE contains pertaining information relating to the
qualifications, experience & skill requirement of various technical personnel involved
in maintenance activities such as mechanics, specialized NDT personnel, material
inspectors, etc.
Supervisors, Certifying staff, Mechanics, Planners and Stores personnel are to have
a form of competence assessment carried out relevant to their particular job role
within Summit Air.
Page 3-42 Issue: 02

The organization will carry out job evaluation or examination before allocating
support staff to work independently. This job evaluation will be carried out by
certifying staff. After satisfactory completion of job evaluation or examination of
support staff, the support staff will be allocated to carryout minor maintenance
defined in this MOE independently.
Assessment Procedure
Each member of engineering staff will have a job description, and are assessed for
competence by ‘on the job training’. Before unsupervised work is permitted to the
engineering staff, the assessment should establish that:
a) Supervisors are able to ensure that all required maintenance tasks are carried
out and where not completed or where it is evident that a particular task cannot
be carried out to the maintenance data then such problems are reported to the
Director Engineering.
b) Certifying staff are able to determine when the aircraft or aircraft component is
ready to release to service and when it should not be released to service.
c) Technicians are able to carry out maintenance tasks to any standard specified in
the maintenance data and will notify supervisors of mistakes requiring
rectification to re-establish required maintenance standards.
d) Planners are able to interpret maintenance requirements into maintenance tasks,
and have an appreciation that they have no authority to deviate from the
maintenance data.
e) Stores staff are to follow manufacturer’s storage recommendations and prevent
damage or corrosion during storage be conversant with the format of authorized
release certification, and are able to inspect components for transit damage.
They should all have knowledge of company procedures relevant to their role in the
organization. In the respect to understanding the application of human factors, Initial
human factors training should be tailored to specific role within the company. With
continuation training to ensure that staff remains current in terms of human factors.
Qualification assessment of the above shall be done by:

 Annual performance assessment by immediate supervisors
The competency assessment of personnel involved in the maintenance activities

shall be carried out by at least two of the following personnel:
 CAM Director or designate

 Engineering Director or designate
 QA Director or designate
 Immediate supervisor of the person being assessed
Issue: 02 Page 3-43

The competency assessment of nominated management post holders shall be

carried out by the Accountable Manager along with at least one of the following
personnel:
 CAM Director or designate

 Engineering Director or designate
 QA Director or designate
Assessment Records
A personal file is retained in the CAM Department for each member of the
engineering staff and a record of all training undertaken by each member of staff is
recorded in his/her file. Audit of this record currency shall be included in the audit
schedule.
Records are kept securely and are retained for a minimum of two years following the
cessation of employment with the company.
3.15 Training Procedures for On-The-Job training as per Section 6

of Appendix III to NCAR Part 66
Objective
The objective of OJT is to gain the required competence and experience in

performing safe maintenance.
Summit Air personnel who have successfully completed the CAAN approved Aircraft
Type Training shall be provided with On-The- Job Training (OJT) in the Company’s
maintenance facilities so as to meet the requirements of NCAR part 66.A.45(c) for
the initial (first) endorsement of aircraft type rating in the applicable licence
category/sub-category. The section defines the procedures to be adopted for the
impartment of the OJT
Requirements
(a) The OJT shall have been started and completed within the three years preceding
the application for a type rating endorsement.
(b) The candidate shall have completed the CAAN approved aircraft type training
and the application for endorsement shall be made within three years of type
training completion.
(c) The OJT tasks to be completed shall be representative of the aircraft (L410 UVP-
E20) and systems both in complexity and in the technical input required to
complete that task. While relatively simple tasks may be included, other more
complex maintenance tasks shall also be incorporated and undertaken as
appropriate to the aircraft type.
(d) The list of the OJT tasks for L410 UVP-E20 aircraft shall be developed for
respective licence category / sub-category IAW Appendix II of AMC to Part 66 by
the Summit Air and such list shall be shall be approved by CAAN. The approved
list shall be controlled by QA Manager.
Page 3-44 Issue: 02

(e) Simulators shall not be used for OJT.

(f) The OJT should include one to one supervision and should involve actual work
task performance on aircraft/components, covering line and/or base maintenance
tasks.
(g) The OJT shall cover at least 50% of the tasks contained in Appendix II to AMC to
NCAR Part-66. Some tasks should be selected from each paragraph of the
Appendix II list. Tasks should be selected among those applicable to L410 UVP-
E20 aircraft and licence (sub) category applied for. Other tasks than those in the
Appendix II may be considered as a replacement when they are relevant.
Typically, in addition to the variety and the complexity, the OJT tasks should be
selected because of their frequency, safety, novelty.
(h) Up to 50% of the required OJT may be undertaken before the aircraft theoretical
type training starts. However, such tasks must have been recorded and signed in
the candidate’s Maintenance Experience Logbook
Procedures
(a) Summit Air must provide trainees a schedule or plan indicating the list of tasks
to be performed under supervision. A record of the tasks completed should be
entered into a logbook which should be designed such that each task or group
of tasks is signed by the candidate and countersigned by the corresponding
supervisor.
(b) Line & Base Maintenance shall be advised to appropriately roster the
candidates so cover the maintenance activities during schedule or non-
schedule maintenance.
(c) The trainee may also add additional relevant tasks carried out but these must
be acceptable to the designated assessor.
(d) It is sufficient that the completion of individual OJT tasks is confirmed by the
direct supervisor(s), without being necessary the direct evaluation of the
assessor.
(e) During the day-to-day OJT performance, the supervisor shall aim at
overseeing the complete process, including task completion, use of manuals
and procedures, observance of safety measures, warnings and
recommendations and adequate behavior in the maintenance environment.
(f) The supervisor should personally observe the work being performed to ensure
the safe completeness and should be readily available for consultation, if
needed during the OJT performance.
(g) The supervisor(s) should countersign the tasks and release the maintenance
tasks as the trainee is still not qualified to do so. The trainee shall sign in the
“Tech” column and the designated supervisor shall sign in the “AMT” column
of the task / work cards.
(h) The trainee shall log completed OJT tasks in the approved tasks list and have
it countersigned by the designated supervisor.
(i) OJT tasks completed before the Aircraft Type Training and logged in the
Maintenance Experience Logbook may be considered for inclusion in the OJT
Sheet Form but this must be approved by the designated assessor.
(j) Once the OJT tasks have been completed the trainee shall submit the OJT
Sheets to the designated assessor for final assessment of the completed OJT
so as to ensure the required quantity and diversity of the OJT tasks.
(k) The designated assessor (where appropriate) may ask the supervisor for a
Issue: 02 Page 3-45

confidential report on the overall performance of the trainee.

(l) Once the assessor deems the candidate to have successfully completed the
OJT tasks he shall forward a letter of recommendation to the QA Manager
along with certified copies of the OJT Sheet Forms.
(m) QA manger, if satisfied with the recommendation, shall review all the required
documents for compliance with NCAR Part 66.A.45(c). If found satisfactory,
QA Manager shall forward an appropriately signed CAAN Form 19, along with
all required documents, to CAAN for initial aircraft type rating endorsement.
Designated Supervisors
QA Manger of Summit Air shall designate supervisor(s) who shall:
(a) Be competent for the selected tasks

(b) Have certifying staff or support staff privileges in his PAC relevant to the OJT
tasks;
(c) Be safety-orientated;
Be capable to coach (setting objectives, giving training, performing supervision,
evaluating, handling trainee’s reactions and cultural issues, managing
objectively and positively debriefing sessions, determining the need for extra
training or reorientate the training, reporting, etc.);
Designated Assessor
The function of the assessor is to conduct the final assessment of the completed
OJT. This assessment should include confirmation of the completion of the required
diversity and quantity of OJT and should be based on the supervisor(s) reports and
feedback
One or more Certifying or Support Staff may be designated by QA Manager who

meet the following:
(a) All requirements listed above for Designated Supervisor

(b) Knowledge of human factors principle
(c) At least five years in aircraft maintenance as a certifying or support engineer
Note: Designated Assessor and Designated Supervisor may, at times, be the same
person.
3.16 Procedure for the Issue of a Recommendation to CAA Nepal

for the Issue of a NCAR Part 66 Licence IAW NCAR 66.B.105
RESERVED
Page 3-46 Issue: 02

3.17 Safety Management System

Purpose
To define policies in implementation of the ICAO Safety Management System, in
Summit Air Engineering Department & CAM Department as envisioned in the
Company’s Safety Management System Manual.
Note: The Safety Management System Manual (SMSM) is a communication tool

which addresses all Company personnel and is a reference document for the safety
program. The Company’s SMS Manual is the document that describes the
organisation and the procedures for the management of the safety programme inside
the Company.
The Corporate Safety Director is responsible for the development, maintenance and
amendment of the SMSM.
Procedure
Safety Management System (SMS) is a systematic approach for managing the
safety, including necessary organizational structures, accountabilities, policies and
procedures. Safety of flight is primarily dependent on Airworthiness of aircraft. Safety
management in the area of aircraft / aircraft components maintenance, inspection,
repair and overhaul are therefore vital to flight safety.
The term “safety” in aircraft context is often considered to have two connotations.
One emphasizes on the process to guarantee that Organization provides airworthy
aircraft for flight operations while second promotes the process for ensuring
industrial safety and hygiene for protection of personnel, facilities and equipment that
are part of the occupational health and safety issues.
Safety Management System deals with operational safety and works on the following
methodology:
 Identifies safety hazards
 Ensures remedial action implementation, necessary to maintain safety
performance
 Fosters continuous monitoring and regular assessment of safety performance
 Aims at continuous improvement of overall performance of the SMS
Implementation of Safety Management System in Summit Air Engineering, CAW and
Quality Assurance Departments shall be based on policies and procedures as
defined in Summit Air’s Safety Management System Manual, duly approved or
accepted by the CAAN.
Safety Management System Organization
Director of Corporate Safety has the overall responsibility in ensuring the
implementation of the Safety Management System within the Company IAW the
Summit Air’s approved SMS manual. However, Directors of Engineering, CAM and
Quality Assurance Departments shall be responsible to implement non-punitive
safety culture within their departments, ensuring that the Organization remains in
compliance with the Company’s SMS.
Issue: 02 Page 3-47

Hazard Identification and Risk Management

Engineering, CAM and Quality Assurance Departments shall carryout coordinated
safety management activities in accordance with a predetermined plan to keep
safety risks at acceptable levels. They shall be proactive by taking an approach that
emphasizes prevention, through hazards identification and risk control and mitigation
measures before events that affect safety occur. It shall be explicit in that all safety
management activities are documented, visible and performed as an essential
component of management activities. It shall be integrated to include people,
procedures, practices and technology to monitor and improve the safety of the
company’s management system.
Hazard: Any existing or potential condition that can lead to injury, illness, or death to
people; damage to or loss of a system, equipment, or property; or damage to the
environment. A hazard is generally a condition that leads to accident or incident.
Risk: The composite of predicted severity and likelihood of the potential effect of a
hazard in the worst credible system state.
The company’s safety objective shall be:

 To identify and eliminate hazardous condition
 Establish and monitor safe working practices in all areas of company’s
activities
 To perform hazard and risk analysis for all proposed new equipment
acquisitions, facilities, operations and procedures.
 To provide relevant SMS education and training to all personnel
 To provide a safe, healthy work environment for all personnel
 To minimize accidents/incidents to achieve zero fatalities for company staff,
clients, contractors and the general public
 To prevent damage to aircraft and injury to people resulting from operations
 To improve the effectiveness of the SMS through safety audits that review
aspects of the SMS
Once a hazard is identified, Corporate Safety shall assess the appropriate risks and
determine acceptability of risk. The concerned post holders and stake holders shall
be informed of the risk assessment. The Corporate Safety Manager in coordination
with the Departmental heads shall determine and implement actions to mitigate risks.
The Corporate Safety Manager shall keep records, monitor the actions and update
the status of the identified hazards accordingly.
One of the following corrective actions shall be taken to control the “unacceptable”
levels of risk:
 Design the hazard out by modifying the system which may include
hardware/software systems, physical hazards and organizational systems.
 Install physical guards or barriers that reduce exposure to the hazard or
reduce the severity of consequences
 Issue warnings, advisories or signals for the hazard
 Make procedural changes to avoid the hazard or to reduce likelihood or
severity of the associated risk
Page 3-48 Issue: 02

 Provide training to avoid the hazard or to reduce the likelihood of an

associated risk
Hazard / Risk / Occurrence Reporting
The safety performance of the organization needs to be proactively and reactively
monitored to ensure that the key safety goals continue to be achieved. Relying on
accident and incident rates as a safety performance measure can create a false
impression because not having accidents or incidents does not necessarily indicate
the organization is safe. In reality, there will always be latent conditions within the
system that might lead to an accident or incident.
The purpose of this reporting and subsequent assessment and actions taken is to
decrease number and severity of hangar, ramp and office accidents and incidents.
Hence, it is imperative to address individual areas of concern as the assessment and
action taken for the improvements to be made to work environment and procedures
might be far more effective than measuring accident or incident rates.
Hence, it is a moral and ethical obligation of all employees to report unsafe

conditions. Management is committed to providing safe, healthy, secure work
conditions and attitudes with the objective of having an accident/incident free
workplace (no harm to people, no damage to equipment, the environment and
property) by implementing a non‐punitive disciplinary policy for reporting hazards
and safety occurrence due to unintentional conduct. The system shall be closed loop
in that the person originating the report shall be informed of the assessment and
corrective action taken to mitigate the risks.
Voluntary Reporting Form as contained in the Company’s SMS manual shall be used
for reporting any unsafe or hazardous conditions in the workplace. A box shall be
maintained at each station where the reports can be dropped. The reports shall be
collected from the box by a designated person by the Corporate Safety Department
and submitted to the Corporate Safety Manager who (or his designate) shall assess
the hazard and advise of the corrective actions to be taken. Should the corrective
actions to be taken not fall within the jurisdiction / authority of the departmental head
then he shall communicate these back to Corporate Safety Manager or Accountable
Manager as maybe deemed. As the system is to be closed loop, the person
originating the report shall be informed of the actions taken by the departmental
head.
Internal recording & Analysis of Safety Data
The company shall conduct safety performance monitoring and measuring activities
to verify the safety performance of the company as described in the Company’s SMS
manual. The compliance with the rules and regulations, adherence to the established
procedures, workplace conditions, service delivery process, etc. shall be monitored
for measuring the outcomes.
The company’s Corporate Safety has developed processes to collect and analyze
data from multiple sources. These include, but are not limited to, formal
audits/evaluations, employee self-reporting programs, operational reports, aircraft
Issue: 02 Page 3-49

data, internal investigations, and contact with other personnel within the industry. All
data that is collected shall be used for review and analysis of the operation for the
purpose of identifying hazards, system weakness, process breakdowns, regulatory
violations and other trends or conditions that could potentially lead to a negative
safety outcome. Thus gathered data in a timely fashion enables company to verify
the safety performance and safety health of the company.
Briefly, the company’s safety performance monitoring and measurement process

include:
a) Hazard and occurrence reporting systems;

b) safety studies;
c) safety reviews;
d) safety audits;
e) safety surveys; and
f) internal safety investigations.
The findings of safety performance monitoring and measuring activities (safety

audit/assessment, safety reviews, safety surveys, safety investigation, etc.) shall be
reported as appropriate to the Accountable Manager for information and necessary
action.
Note: For more details refer to the Company’s SMS Manual Chapter 4.2.
Third Part Relationship & Interactions
Summit Air may involve third party (service providers, contractors, suppliers) in such
areas as refueling; contract / subcontract maintenance and other aircraft ground
services & activities.
The company, while contracting third party, shall ensure that in the contract safety
standards are specified and shall ensure that the contractors are competent and
complies with the safety standards prescribed in the contract.
The Company’s Safety Department in coordination with the Quality Assurance

Department shall ensure that the level of safety of the company is not eroded by the
inputs, services and supplies provided by external organizations (third party).
Emergency Response Plan
Summit Air has developed an “Emergency Response Plan” (ERP) which describes
effective plans to manage all possible or likely emergency/crisis scenarios relating to
the company’s operation or service deliveries. It also describes procedures to be
followed during or following an emergency or crisis. The ERP is an integral part of
the company’s SMS program. Coordinating procedures necessary to cope with or
handle an emergency and authorization for action by key management personnel
are contained in the ERP manual.
Page 3-50 Issue: 02

Summit Air’s Corporate Safety Department shall ensure that company’s emergency
response plan is properly coordinated with the emergency response plans of those
organizations it must interface with during the provision of its services.
The Corporate Safety Department shall also ensure that all the responsible company
personnel are aware of emergency response procedures and their roles and
responsibilities and other organization’s roles during an emergency.
Refer to Company’s ‘Emergency Response Plan’ Manual for detail emergency

handling procedures.
Safety promotion in the Workforce
The company’s safety promotion activities are the primary means by which safety
issues and safety related activities are communicated within the organization. It
provides the necessary awareness and training. Safety promotion encourages a
positive safety culture and creates an environment that is conducive to the
achievement of the company’s safety objectives.
The activities include effective training, education of staff, effective communications

and information sharing at all levels of the organization. The company has
established and implemented processes and procedures that facilitate safety
promotion activities throughout all levels of the organization.
The goal of the safety promotion activities is to develop safety culture to reduce the
risks in company’s activities by making safety “behavior driven”. In other words, if
everyone is trained to do their job in a safe manner and proactively look for hazards,
then the company can improve its defenses and build an organization more resistant
to human error.
The company shall take following measures to develop and improve the safety
culture of the company:
a) The company shall develop and maintain a safety training programme to

ensure that personnel are trained and competent to perform their safety related
duties.
b) The company’s safety policies, safety objectives, company’s values and
expectations of management shall be communicated among the employees of
the company.
c) In order to improve safety culture, the company shall allocate sufficient
resources.
d) The company personnel shall be well informed and they shall be able to see the
commitment of the management towards safety.
e) The safety health of company shall be enhanced by the collecting and
disseminating safety related literature, magazines, periodicals, textbooks,
posters and memos.
f) Safety suggestions and initiatives arising from any level within the company
shall be acknowledged. Any decision made in relation to them, even if the
Issue: 02 Page 3-51

decision is to do nothing, shall be widely communicated and explained.

Feedback shall be clear, timely and relevant.
Note: For more details refer to the Company’s SMS Manual Chapter 5.
Safety Assurance - Management of Change
Summit Air may experience change due to expansion as well as due to changes in
the existing systems, equipment, policies, programmes, services and regulations.
These changes can:
 Introduce new hazards.

 Impact the appropriateness of risk mitigation.
 Impact the effectiveness of risk mitigation.
Safety management practices require that hazards resulting from change be

systematically identified, and strategies to manage the consequential safety risk be
developed, implemented and subsequently evaluated. Whenever there are any
changes in the company, the Company’s Safety Action Group (SAG), as a part of the
management of change process, shall:
a) Identify and review changes within organization which may affect established
processes and services;
b) Establish arrangements to make sure that necessary corrective actions can be
taken to control potentially emerging risks; and
c) Eliminate or modify safety risk controls that are no longer needed due to
changes in the operational environment.
SAG shall analyze the arrangements before implementing changes and ensure that
the safety risk is ALARP. Equipment and activities that have higher safety criticality
shall be reviewed by the SAG following any change to make sure that corrective
actions are taken to control potentially emerging safety risks.
Page 3-52 Issue: 02

PART FOUR
OTHER OPERATORS UNDER
NEPALESE AOC
(Contracted Operators)
SECTION 4: OTHER OPERATORS UNDER
NEPALESE AOC
4 Other OPERATORS under Nepalese AOC

4.1 Contracted Operators: NCAR 145 A.70 (a) (13)
Note:
1. Currently Summit Air’s Engineering Department (Part 145) does not
carry out any contracted maintenance on other operator’s aircraft.
However, Summit Air may provide individual manpower (including
certifying personnel) to other operator’s based on existing
Memorandum of Understanding and/or request. Such manpower shall
be performing under the other operators Part 145 and/or QA system.
2. Summit Air provides components’ servicing, repair & overhaul services
in its workshops to other operator’s components on a “labour &
material basis” but limited to those components listed in its capability
list IAW Section 1.8.4 & 1.9.3. The works are executed on a one time
“Repair Order” basis for which a separate contract is not needed as per
Part M M.A.708(c).
The following contents of the chapter lists the policy, process / procedures that shall
be adopted by Summit Air Engineering Department (Part 145) should Summit Air
contract any operator’s aircraft maintenance in future.
4.1.1 General
This chapter identifies operator under contract where Summit Air carries out
maintenance of these operators.
The policy for the contracted operators has been outlined in the paragraph below.
4.1.2 Policy
A formal written contract shall be executed between Summit Air and the contracted
operator which shall define the following:
 Aircraft maintenance management including scope of work, documentation and

certification requirements
 Supply of Technical Publications, SBs, ADs etc.
 Spares/consumables/parts provisioning and storage.
 Control and retention of technical records.
 Customer’s specific requirements, if any.
The aircraft maintenance/operation shall be carried out as per the agreed terms and
conditions in the contract.
Issue: 02 Page 4-1

NEPALESE AOC
4.2 CAAN Approved Operator’s Procedures & Paper Work:

NCAR 145 A.65 (b)
4.2.1 General
This chapter identifies handling, documentation and paper work procedures to be

followed, whenever Summit Air carries out Aircraft Line/Base Maintenance for
operators, under contract.
The policy on the above subject has been outlined in the paragraph below. These
shall be applicable whenever Summit Air performs maintenance for a contracted
operator under Summit Air AMO approval by CAAN.
4.2.2 Policy
A maintenance contract shall be executed between Summit Air and the contracted
operator which shall specify the procedures and completion of paperwork.
Note: The maintenance works executed on a one time “Repair Order” basis
shall be exempted from a formal contract as per Part M M.A.708(c).
Aircraft maintenance and handling shall be carried out strictly in accordance with the
agreed terms and conditions in the contract.
Release to Service certification of the aircraft shall be done under Summit Air AMO
approval issued by CAAN.
All certifying staff and other affected persons/departments shall be informed about
such requirements through Information Notices/other medium.
Summit Air shall report to CAAN and the operator, all the occurrences noticed on the
operator’s aircraft while carrying out maintenance as soon as possible but within 48
hours.
4.2.3 General Procedure
Authorized certifying personnel must be appropriately qualified (MOE Section 3.4)

and should have undergone training on policy, procedures and technical differences
on contracted operator’s aircraft including, but not limited to, MOE, MEL, CMS, etc.
He/she shall subsequently be approved by Quality Assurance to perform the relevant

task(s) and the list of such engineers shall be circulated by Quality Assurance to all
concerned.
Diligence must be taken to ensure that cross utilization of other operators’

procedures does not occur.
Page 4-2 Issue: 02

NEPALESE AOC
4.3 Operator Record Completion: NCAR 145 A.65 (b)

4.3.1 General
This chapter identifies record completion procedures in respect of an operator under

contract whenever Summit Air carries out aircraft maintenance management of such
operators.
The record completion policy in respect of a contracted operator has been detailed in
the paragraph below.
4.3.2 Policy
A maintenance contract shall be executed between Summit Air and the contracted
operator (for long term maintenance) which shall specify the procedures regarding
completion of paperwork. However, as a general rule, maintenance contracts / sub-
contracts with other parties shall not be necessary when Engineering Department
feels that the relevant maintenance activity may be managed through one time work
orders, both in term of volume and complexity. This includes for obvious reasons
unscheduled line maintenance and may include airplane component maintenance up
to engines as per M.A.708(c).
Summit Air’s standard record keeping procedures as approved in this MOE shall be
followed for a contracted operator. However, customer’s specific requirements, if any
as agreed in the agreement, shall also be complied with.
If the contract requires complete aircraft maintenance management, then the aircraft
components records, flight hours/cycles, aircraft log books (aircraft, engine, propeller
as applicable) shall be updated based on the information received from operator.
4.3.3 Retention of Operator’s Records
Where so contracted, Summit Air shall carry out record keeping (including retention)
for these operators following the same procedures as laid down in this Section 2.14
of this MOE till the duration of the contract. However, these maintenance records (if
not disposed as per Section 2.14) shall be returned to the operator upon termination
of the contract.
Issue: 02 Page 4-3

PART FIVE
APPENDICES
(SAMPLE DOCUMENTS)
SECTION 5: APPENDICES
– SAMPLE DOCUMENTS
5 Documents
5.1 Sample of Documents / Forms
It contains the following:
 Forms
 Labels /Tags
 Stamps
5.1.1 Forms
Forms are controlled documents and these documents along with any amendments
must be approved. Forms shall be identified by Form Number and Issue Date.
Forms are included in Form Manual of the Company (Doc Ref: SA-FORMS)
Note: This section contains only samples of the forms being used by Summit Air.
5.1.1.1 Form List
S.N. Form No. Form Name / Identification

1. SA-101 Rotable Stock Card
2. SA-102 Purchase Order
3. SA-103 Beyond Economic Repair (BER)
4. SA-104 Work Order / Repair Order
5. SA-105 Shipping Dispatch Order
6. SA-106 Cost Estimate Approval
7. SA-107 Discrepancy Report
8. SA-108 Receiving Report (overhaul/repair/ exchange)
9. SA-108-1 Receiving Report (Purchase)
10. SA-109 Material Issue Slip
11. SA-110 Material Replenishment Note
12. SA-111 Rotable Movement Form (RMF)
13. SA-112 Shipping Invoice
14. SA-113 Component Log / History Card
15. SA-114 Goods Delivery Note
16. SA-115 Serviceable Tag
17. SA-116 Unserviceable Tag
18. SA-117 Hold Tag
19. SA-118 Identification Tag
20. SA-119 Reserved
21. SA-120 Robbery Tag
22. SA-121 Component Loan Form
23. SA-122 Calibration Due Report
24. SA-123 Condition Certificate
Issue: 02 Page 5-1

&
25. SA-124 Material Inspection Checklist

26. SA-125 Component Scrap Disposal
27. SA-126 Reserved
28. SA-127 Shelf Life Report
29. SA-128 Consumable Stock card
30. SA-128-1 Tools & Equipment Stock Card
31. SA-129 Equipment Usage Log card
32. SA-130 Lost Tool / Equipment Report
33. SA-131 Suspected Unapproved Parts Report
34. SA-132 Material Identification Tag
35. SA-133 Material Return/ Credit Note
36. SA-200 Aircraft Flight Log

37. SA-201 Engineering Order
38. SA-202 Reserved
39. SA-203 Certificate of Release to Service
40. SA-204 Maintenance Job Order (MJO)
41. SA-205 Maintenance Statement
42. SA-206 Maintenance Requirement
43. SA-207 Maintenance Worksheet
44. SA-208 Additional Worksheet
45. SA-209 Staff Allocation
46. SA-210 Minimum Equipment List (MEL) Sticker
47. SA-211 Deferred Defect Form
48. SA-212 Defer Defect Record Form / ADD Logbook
49. SA-213 Bulletin Assessment form
50. SA-214 Mandatory Occurrence Report (MOR)
51. SA-215 Reserved
52. SA-216 Reserved
53. SA-217 SB List
54. SA-218 Document Disposal Form
55. SA-219 Reserved
56. SA-220 Weight & Balance Form
57. SA-221 Reserved
58. SA-222 Work Package Contents
59. SA-223 Duplicate Inspection
60. SA-224 Cabin Defect Form
61. SA-225 Cabin Deferred Defect Logbook (Master)
62. SA-226 Repair Modifications LIST
63. SA-227 Consumable And Lubrication Used Sheet
64. SA-301 Instructor Evaluation

65. SA-302 QA Authorization Application Form (Licence
Authorization)
66. SA-303 QA Approval for Extension
Page 5-2 Issue: 02

67. SA-304 QA Approval (General)

68. SA-305 CAAN Approval Request
69. SA-306 Maintenance Data Inaccuracy Report
70. SA-307 Staff Record
71. SA-308 Alternate Tools Approval
72. SA-309 Manual/Documents Allocation List
73. SA-310 Manual Distribution List
74. SA-311 CAME / MOE Amendment Request Form
75. SA-312 Website Visit Log
76. SA-312AD Website Visit Log - EASA
77. SA-313 Risk Assessment
78. SA-314 Competence Assessment Form
5.1.2 Labels / Tags
Labels / Tags are treated in same manner as forms. They are included in the above
Form List.
5.1.3 Stamps
Stamps may be used for certification of documents. Director Quality must approve
and issue all such stamps prior to use. When stamps are not available signature and
authorization/approval number must be entered.
The authorization stamp sample is as shown:
5.2 List of Sub Contractors: NCAR 145.75(b)
Sub-contracting refers to the case of one organisation, not itself appropriately

approved to NCAR Part-145 that carries out aircraft line maintenance or minor
engine maintenance or maintenance of other aircraft components or a specialized
service as a subcontractor for an organisation appropriately approved under NCAR
Part-145.
Note:
1. For sub-contracting procedures refer to Section 2.1.4
2. Summit Air does not have any work that is directly subcontracted. List shall be
added when any subcontract work is undertaken.
Issue: 02 Page 5-3

&
5.3 List of Line Maintenance Locations: NCAR 145 A.75 (d)
The company’s line stations where maintenance is carried out are as follows:
1. Kathmandu
2. Nepalgunj
3. Pokhara (Seasonal)
Note: Refer to MOE Section 1.8 & 1.9 for scope of maintenance work (line, base &
workshops) undertaken.
Schedule Inspection / Maintenance of aircraft at locations other than approved

locations shall not be carried out unless it is required due to unserviceability of the
aircraft or due to the necessity of supporting occasional line maintenance.
Note: Refer to MOE Section 2.24.23 for more details on this.
5.4 List of Contracted NCAR 145 Organizations: NCAR 145 A.70

(a) (16)
List of CAAN/EASA/FAA or OEM CAA approved organizations to carry out activities

such as component overhaul, engine overhaul etc., on Summit Air’s aircraft shall be
available with CAW Director and Quality Director.
5.5 Sample of Forms
The following pages contain sample of forms / tags / labels being used.
Page 5-4 Issue: 02

CAAN Form 1
Issue: 02 Page 5-5

&
Rotable Stock Card (SA-101)
Page 5-6 Issue: 02

Purchase Order (SA-102)
Issue: 02 Page 5-7

&
Beyond Economic Repair (BER) (SA-103)
Page 5-8 Issue: 02

Work Order / Repair Order (SA-104)
Issue: 02 Page 5-9

&
Shipping Dispatch Order (SA-105)
Page 5-10 Issue: 02

Cost Estimate Approval (SA-106)
Issue: 02 Page 5-11

&
Discrepancy Report (SA-107)
Page 5-12 Issue: 02

Receiving Report (Overhaul/ Repair/ Exchange) (SA-108)
Issue: 02 Page 5-13

&
Receiving Report (Purchase) (SA-108-1)
Page 5-14 Issue: 02

Material Issue Slip (MIS) (SA-109)
Issue: 02 Page 5-15

&
Material Replenishment Note (SA-110)
Page 5-16 Issue: 02

Rotable Movement Form (RMF) (SA-111)
Issue: 02 Page 5-17

&
Shipping Invoice (SA-112)
Page 5-18 Issue: 02

Component Log Card (SA-113)
Issue: 02 Page 5-19

&
Goods Delivery Note (SA-114)
Page 5-20 Issue: 02

Serviceable Tag (SA-115) Unserviceable Tag (SA-116)
Issue: 02 Page 5-21

&
Hold Tag (SA-117) Identification Tag (SA-118)
Robbery Tag (SA-120)
Page 5-22 Issue: 02

Component Loan Form (SA-121)
Issue: 02 Page 5-23

&
Calibration Record (SA-122)
Page 5-24 Issue: 02

Condition Certificate (SA-123)
Issue: 02 Page 5-25

&
Material Inspection (SA-124)
Page 5-26 Issue: 02

Component Scrap Disposal (SA-125)
Issue: 02 Page 5-27

&
Shelf Life Report (SA-127)
Page 5-28 Issue: 02

Consumable Stock Card (SA-128)
Issue: 02 Page 5-29

&
Tools and Equipment Stock Card (SA-128-1)
Page 5-30 Issue: 02

Equipment Usage Log Card (SA-129)
Issue: 02 Page 5-31

&
Lost Tool / Equipment Report (SA-130)
Page 5-32 Issue: 02

Suspected Unapproved Parts Report (SA-131)
Issue: 02 Page 5-33

&
Material Identification Tag (SA-132)
Material return/ credit note (SA-133)
Page 5-34 Issue: 02

Aircraft Flight Log (SA-200)
Issue: 02 Page 5-35

&
Engineering Order (SA-201)
Page 5-36 Issue: 02

Certificate of Release to Service (SA-203)
Issue: 02 Page 5-37

&
Maintenance Job Order (MJO) (SA-204)
Page 5-38 Issue: 02

Maintenance Statement (SA-205)
Issue: 02 Page 5-39

&
Maintenance Requirement (SA-206)
Page 5-40 Issue: 02

Maintenance Worksheet (SA-207)
Issue: 02 Page 5-41

&
Additional Worksheet (SA-208)
Page 5-42 Issue: 02

Staff Allocation (SA-209)
Issue: 02 Page 5-43

&
Minimum equipment list (MEL) Sticker (SA-210)
Deferred Defect Form (SA-211)
Page 5-44 Issue: 02

Defer Defect Record Form/ ADD Logbook (SA-212)
Issue: 02 Page 5-45

&
Bulletin Assessment Form (SA-213)
Page 5-46 Issue: 02

Mandatory Occurrence Report (SA-214)
Issue: 02 Page 5-47

&
Service Bulletin List (SA-217)
Page 5-48 Issue: 02

Document Disposal Form (SA-218)
Issue: 02 Page 5-49

&
Weight and Balance Form (SA-220)
Page 5-50 Issue: 02

Work Package Content (SA-222)
Issue: 02 Page 5-51

&
Duplicate Inspection (SA-223)
CABIN DEFECT FORM (SA-224)
Page 5-52 Issue: 02

Cabin Deferred Defect Logbook (Master) (SA-225)
Repair Modifications List (SA-226)
Issue: 02 Page 5-53

&
Consumable and Lubrication Used Sheet (SA-227)
Page 5-54 Issue: 02

Instructor Evaluation (SA-301)
Issue: 02 Page 5-55

&
QA Authorization Application (SA-302) – Page 1
Page 5-56 Issue: 02

QA Authorization Application (SA-302) – Page 2
Issue: 02 Page 5-57

&
QA Approval for Extension (SA-303)
Page 5-58 Issue: 02

QA Approval (General) (SA-304)
Issue: 02 Page 5-59

&
CAAN Approval Request (SA-305)
Page 5-60 Issue: 02

Maintenance Data Inaccuracy (SA-306)
Issue: 02 Page 5-61

&
Staff Record (SA-307)
Page 5-62 Issue: 02

Alternate Tools Approval (SA-308)
Issue: 02 Page 5-63

&
Manual/ Document Allocation List (SA-309)
Page 5-64 Issue: 02

Manual Distribution List (SA-310)
Issue: 02 Page 5-65

&
MOE / CAME Amendment Request Form (SA-311)
Page 5-66 Issue: 02

Website Visit Log (SA-312)
Issue: 02 Page 5-67

&
Website Visit Log- EASA (SA-312AD)
Page 5-68 Issue: 02

Risk Assessment (SA-313) – Part of SMS
Issue: 02 Page 5-69

&
Competence Assessment (SA-314) (Page1of 3)
Page 5-70 Issue: 02

Competence Assessment (SA-314) (Page 2 of 3)
Issue: 02 Page 5-71

&
Competence Assessment (SA-314) (Page 3 of 3)
Page 5-72 Issue: 02


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Phone 4262326, 4262416, 4262518, 4262923

FSSD 4111119, 411107 5, 4111042

Ref. No.: r10l33J fte H7

Subject: Approval of MOE Issue 02, Revision 01 dated NeygnLbgr 2Ql9

The subjected MOE has been reviewed and approved.

Manual Ref: SA-MOE

Manual Distribution No.:

NCAR Part 145 Approval: CAAN.145.009

Issue 02; Rev 01; Date November 2019

Summit Air P Ltd.

This assigned manual becomes the responsibility of the above individual /

Suggestions and comments regarding this Continued Airworthiness Management

Gopy Number lssued To

Original Copy Airworthiness Division, CAAN

Original Copy Director, Quality Assurance

04 Director of Corporate Safety

06 Maintenance Planning, CAM

07 Engineering Department, Kathmandu

08 Engineering Department, Nepalgunj

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