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1. What is AMO?
-
Approved Maintenance Organization
2. EASA MOE issue and revision, of each part of MOE/EAP/forms and tags manual/ CAASL MOE Revision.
EASA MOE: Issue 04 Revision 09
CAASL MOE : Issue 01 Revision 07
EASA APM: Issue 04, Revision 05
EPM : Issue 01 Revision 23
EASA F and T: Issue 04 Revision 04
CAME CAASL : Issue 01 Revision 05
3. What are the MOE's we have?
Complete MOEs – 5
(1) CAASL MOE
(2) EASA MOE
(3) CAAS MOE (Singapore)
(4) CAA China MOE
(5) CAAM MOE (Malaysia)
Supplement MOEs – 11 (Qatar, Kuwait, India, Turkey, UAE, Oman, Bahrain, Bermuda, Maldives, Seychelles, Pakistan)
4. Based on What document the EASA MOE is prepared?
-
-
There is an IOM by QA →Our MOE prepared according to User Guide numbered UG.CAO.0024.05 (Foreign
Part 145 approvals - User Guide for Maintenance Organisation Exposition)
There are lots of other User Guides EASA has published, Ex; For Part 147 approval, For using part 66 nonapproved certifying staff, etc
For each detailed procedure described within the MOE, the Part 145 organisation should address the
following questions
What must be done? Who should do it? When must be done? Where must it be done? How must it be
done? Which procedure(s)/form(s) should be used?
5. What Is Supplement MOE?
-
Difference (Delta) between our EASA MOE and third party countries regulatory requirements by their NAAs for
AMO approval.
Approved by Foreign Operator’s NAA (Ex. Qatar CAA, Nepal CAA, India DGCA, etc)
This is NOT for a particular airline → This is for any airline or aircraft that is governed by the relevant Authority
which approved the supplemental MOE.
6. Where can you get the easy reference for differences?
-
By referring the Compliance reference Matrix → This provides reference on procedures documented on the
Organization approved EASA MOE and also outlines the additional requirements by the relevant Authority.
Compliance matrix is not in every Supplemental MOE (Ex. Qatar)
7. What are the Parts of China MOE?
-
Maintenance Management Manual
Training Program Manual
Working Procedures Manual
Line Maintenance Capability List
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8. Doc’s related to EASA MOE?
-
MOE, APM, Forms & Tags Manual, NDT Manual
9. Docs Related to CAASL Approval?
-
MOE, EPM, NDT manual, ETOPS/EDTO Manual, ESMM
10. Who prepares MEL & MMEL and who approves?
MMEL – Prepared by Manufacturer and Approved by Manufacturer’s NAA
MEL – Prepared by Operator and Approved By Operators Authority
11. Who is responsible for MEL preparation and revisions in the Company? (CAME)
-
Company Flight Operations Department shall be responsible for preparation of the MEL and obtaining approval
from the CAASL as per Flight Operations Manual (FOM) requirement.
Review and revision process of the MEL is carried out by the Flight Operations Department
12. Parts and purpose of EASA MOE?
Purpose
MOE – Policies and procedures strictly followed by AMO staff
APM – Associated Procedures related to MOE (APM approved by QA)
7 – Parts
00 : Introduction, 01 : Management, 02 : Maintenance Procedures, L2 : Additional Line Maintenance Procedures, 03 :
Quality Assurance, 04 : Agreements with Operators, 05 : Appendices
13. EPM Parts and Purpose?
EPM – Compiled to communicate the company policy and the standard operating procedures applicable to all areas of
Aircraft Maintenance & Engineering Division, approved by CAASL
Volume 01 - Operational Procedures Of all Core Processes
Volume 02 - Operational Procedures Of all Common & Support Processes
Volume 03 - Register Of Forms Tags and Information
14. AMO Post Holders (As per EASA MOE and CAASL MOE)?
1) Accountable Manager → Senior Manager Aircraft Maintenance → Arjuna Kapugeekiyana*
Accountable Manager (2nd In charge) → Maintenance Support Services Manager (Per EASA)/ Manager Aircraft
Maintenance (Per CAASL) → Samantha De Mel
2) Maintenance Manager → Maintenance Support Services Manager (Per EASA)/ Manager Aircraft Maintenance
(Per CAASL) → Samantha De Mel*
Maintenance Manager (2nd In Charge) → Line Maintenance Manager → Shanaka Silva
3) Quality Manager → Manager Engineering Quality → W.A.G Fernando*
Quality Manager (2nd In Charge) → Assistant Quality Assurance Manager → Nayana Ranasinghe
4) NDT Level 3 Post Holder (Contracted) → Neil Pudney *
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15. CAMO Post Holders?
As per ASN 085 >>> This is the Approved CAME (CAASL.MG.100)
1) Accountable Manager → Chief Executive Officer (CEO) → Richard Nuttal*
Accountable Manager (2nd In charge) → Airworthiness Manager – G.M.A.W. Gajanayake
2) Continuing Airworthiness Manager → Airworthiness Manager → G.M.A.W. Gajanayake
Continuing Airworthiness Manager (2nd In Charge) → Technical Services Manager – Rachitha Vitharanage
3) Quality Manager → Manager Corperate Engineering Quality → W.A.G. Fernando*
Quality Manager (2nd In Charge) – Asst. Q.A.M – Ismeth Fazeel
Parts of CAME
Part 0 – General organization
Part 1 – Continuing Airworthiness Management Procedures
Part 2 – Quality Systems
Part 3 – Contracted Maintenance
Part 4 – Airworthiness Review Procedures
Part 5 - Appendices
As per IS Part M >>> Not approved Yet (Nobody Has signed !!!!!)
Accountable Manager → Chief Technical Officer → Still Showing Dinaga Padmaperuma
Accountable Manager (2nd In charge) → Continuing Airworthiness Manager → G.M.A.W. Gajanayake
Continuing Airworthiness Manager → Technical Services Manager → G.M.A.W. Gajanayake
Continuing Airworthiness Manager (2nd In Charge) → Assistant Technical Services Manager → Ramesh Kuruppu
Quality Manager → Manager Engineering Quality → W.A.G. Fernando*
Quality Manager (2nd In Charge) → Assistant Quality Assurance Manager → Nayana Ranasinghe
Logistics Manager → Manager Engineering Materials & Supply Chain Management → Vacant
16. Hangar Parking Configuration (MOE 1.8 – Facilities)
•
•
A320 Hangar
747 Hangar
- 1 Narrow body aircraft at a time. (for Line and Base activities)
- 1 Wide-body aircraft with 2 narrow body aircrafts OR 3 narrow Body aircrafts
▪ 1A330 with 2A320/A321 CEO’s
▪ 1A330 with 1A320/A321 NEO
▪ 1A321 NEO with 2A320 CEO’s
▪ 1A321 NEO or 1A330 with 2A320/A321 NEO’s not permitted due wing span
The maximum level of parallel maintenance events shall be as follows:
As per EASA
•
•
•
One heavy maintenance event. ( C check)
One line maintenance event up to the level defined in MOE 1.9. (A check)
One line maintenance event up to weekly checks, single scheduled tasks, defect rectification and/or
AOG tasks.
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As per CAASL
•
•
Two heavy maintenance event. ( C check)
One line maintenance event up to the level defined in MOE 1.9. (A check)
17. Material use in an AMO
Materials
Standard Parts
Raw Materials
Consumables
Rotables
Aircraft Components
Repairables
Expendables
-
Standard Parts: Parts in conformity with a national / international standard or specification, e.g. MS / NAS, (MMD)
-
Raw Materials: Are semi-finished products and they can never be used without machining or processing. (MMD)
-
Consumables: fluids (such as cleaning agents, pickling agents, primers, paints, etc) (MMD)
-
Aircraft Components
o Rotables : “Fit Until Fail” → with Serviceable tag + EASA form 1 or equivalent. Serialized
o Repairable: “Life Limited Parts” → with Serviceable tag + EASA form 1 or equivalent. Serialized.
o Expendables → No Serviceable tag. Only MMD. Disposed after use. Not Serialized.
18. Explain Acceptance of parts for – New, Used, Standard, PMA, LLP? (EASA MOE 2.2)
New
JAA Form 1 (Issued prior to 28th Sep. 2005)
EASA Form 1
UK CAA Form1 (Issued after 01st Jan. 2021)
FAA form 8130-03
ANAC Form F-100-01
TCCA Form 1
Status “New” on Block 11
Used
JAA Form 1 (Issued prior to 28th Nov. 2004)
EASA Form 1
- EASA approved workshop located in the respective country
OR
only
FAA Form 8130-3 USA
- “dual release”: both boxes in block 14a (ANAC 18a) are to be
TCCA Form 1Canada
ticked (bi-lateral agreement)
ANAC Form F-100-01 Brazil
-
EASA release statement together with the EASA approval
number are detailed in block 12 (Remarks).
Standard Parts
Certificate of Conformity (C of C) - document certified by a competent authority that the supplied item meets the
required specifications
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19. Explain Acceptance of parts for – New, Used, Standard, PMA, LLP? (CAASL MOE 2.2)
New
CAASL Form 1 or
EASA Form 1 (Issue 2) or
EASA Form 1- (Issue 1 valid until 28th Sept. 2010)
FAA form 8130-03
TCCA Form 1
ANAC Form F-100-01
Status “New” on Block 11
Used
CAASL Form 1 or
EASA Form 1 (Issue 1 valid until 28th Sept. 2010) or
EASA Form 1 (Issue 2)
JAA Form 1 (Prior to 28th Nov. 2004)
- EASA approved workshop located in the BRAZIL only
FAA Form 8130-3 USA
- “dual release”: both boxes in block 18a to be ticked
TCCA Form 1Canada
(bi-lateral agreement)
OR
- EASA release statement together with the EASA
ANAC Form F-100-01 Brazil
approval number are detailed in block 12 (Remarks).
Standard Parts
Certificate of Conformity (C of C) - document certified by a competent authority that the supplied item meets the
required specifications
PMA Parts & LLP – Same as EASA
20. Abbreviations of TCCA and ANAC?
-
ANAC – Agencia National Aviaco Civil
-
TCCA – Transport Canada Civil Aviation
21. Can a part repaired in China with dual release be fitted to an EASA aircraft?
No- Because if the condition is NOT “new” then you need to have the workshop located in USA, Canada or Brazil for
“dual release”
22. Can we use CAASL form 1 for Edelweiss aircraft?
-
NO, We can only use JAA, EASA, FAA, TCCA or ANAC forms as per EASA MOE 2.2
23. Provisions for fixing non-approved parts? (EASA MOE 2.16)
-
For a maximum of 30 flight hours OR to fly on to the main Line / Base whichever the sooner based on the
approval from customer/ operator.
Component must have some form a suitable release certificate (FAA, ANAC, TCCA or CAASL) meaning a
certificate which clearly states that the aircraft component is serviceable
Tech Log Entry + ADD
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24. EASA Form 1, column 11 text usually seen? (EPM Vol 1: 01-03-33)
•
New, Repaired, Modified, Overhauled and Inspected/Tested
25. Acceptance of PMA parts CAASL and EASA?
PMA Parts – Only for FAA Approved parts, issued with Form 8130-3 issued after 15th July 2007 (EASA & CAASL Both
same now)
-
-
For a PMA Part which is “not a critical component”, “This PMA Part is not a Critical Component” should be
written on block 12 (Remarks Column)
For a PMA Part confirming to design data obtained under a licensing agreement from TC or STC holder according
to FAA regulation 14 CFR part 21, “Produced under licensing agreement from the holder of (TC or STC Number)”
should be written on block 12 (Remarks Column)
If PMA holder is also the holder of EASA STC design approval which incorporates PMA Part into an EASA certified
or validated product, “Produced by the holder of EASA STC Number (Full reference of EASA STC incorporating
PMA)
26. Acceptance of Life Limited Parts?
1) New LLP → shall be accepted with manufacturers release documents.
2) Used LLP → shall be accepted with below documents,
a. Release documents as requested in table 2.2
b. Non-incident statement from previous users.
27. Explain MMD (Material Movement Document) & its content?
Material Movement Document (MMD) which is prints out through the system upon a Material Request with all the
following information about item:
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Request ID -Part number - Serial number (if applicable) -Bin location –Quantity –Priority - A/C tail number - IPC
reference (if applicable) -Batch number and “EASA QUALIFIED” or “NON EASA” seal
28. Importance of Batch No.?
-
“Traceability of component and material are done through batch number assigned” (EASA MOE 2.2)
29. For lease return of aircraft, is the CRS EASA or CAASL?
-
CAASL, because it’s still an aircraft registered in Sri Lanka but we maintain it as per EASA due to lease
agreements.
30. Explain Housekeeping?
Housekeeping added as a law → by EASA regulation 1536/2015. EASA 145.A.48
- Prevention of contamination by waste materials
- Segregation and protection of removed aircraft parts
- Clean the area of maintenance task after completion and in between breaks.
- Refer the “close up” of AMM
- Check the tool box at end and in between a maintenance task
- Carry out tool box audit end of each shift
- Accountability of tools and equipment
- Adherence to the relevant company instructions and health and safety requirements.
31. EASA Scope (EASA MOE 1.9)
CMB
A1 Rating
LINE – A319/A320/A321 (CFM56-5B)
o Up to and Including 750 FH/ 750 FC / 4 MO
A319/A320/A321 (IAE V2500)
o Out of Phase (OOP) tasks up to (not including) 7500FH/ 5000FC/ 24MO
•
NO NEO Maintenance in LINE
Airbus A330 (RRTrent 700)/Airbus A340 (CFM56-5C)
o Up to and including A Check (800 FH)
Airbus A330 (GE CF6)
o Up to and including Daily Check (24 HRS – 36HRS)
Boeing 777 – 200/300 (GE 90)
o Up to and including 72 HRS
Boeing 777 – 200/300 (RR RB211 TRENT 800)
o Up to and including 72 HRS
BASE – A320/A321 (CFM56-5B)
o Up to and including C Checks 7500 FH / 5000 FC / 24 MO & 6 years maintenance tasks
A320/A321 (IAE V2500)
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Up to and including C Checks 58000 FH / 26500 FC & 12 years maintenance tasks
A320/A321 NEO (CFM Leap 1A)
o Up to and including C Checks 7500 FH / 5000 FC / 24 MO (NO 4C/6Y Maintenance)
Airbus A330 (RRTrent 700)
o Up to and including C checks 144 months 26400 FC, 68000 FH, 8C & 12 years maintenance tasks
•
NO A340 and A319 Heavy Maintenance in BASE
B Rating -NO Engine Module Workshop –but can do Boroscope while engine fitted to the aircraft only in LINE and BASE
C Rating -Component Maintenance Workshops - C1 to C18Maintain components in accordance with the capability list
reference ENG/QA/AP/014-b
D1 Rating - NDT workshop
MLE (MALE)
LINE - A319/A320/A321 (CFM56-5B/IAE V2500)/Airbus A330 (RRTrent 700)/Airbus A340 (CFM56-5C)
Troubleshooting, Defect Rectification, Scheduled/ Unscheduled maintenance tasks up to and including Weekly
Check (8days)
BOEING 777 – 200/300 (GE CF6/ RR RB211 TRENT 800)
Up to and including 72 HRS maintenance tasks
ONLY 2Stations Approved for EASA.
1. CMB Colombo
2. MLE Maldives
There are 4Stations Approved for CAASL.
1. CMB Colombo
2. MLE Maldives
3. HRI Mattala
4. MAA Chennai
REFER PAGE 47 & 48 for updated Scope
32. CAASL Scope (CAASL MOE 1.9)
CMB
BASE - A319/A320/A321 (CFM56-5B/IAE V2500/CFM LEAP 1A)/Airbus A330 (RRTrent 700)/Airbus A340 (CFM56-5C)
Upto C checks and Multiples
LINE - A319/A320/A321 (CFM56-5B/IAE V2500/CFM LEAP 1A)/Airbus A330 (RRTrent 700)/Airbus A340 (CFM56-5C)
Upto and including A checks
MLE
A319/A320/A321 (CFM56-5B/IAE V2500/CFM LEAP 1A)
Airbus A330 (RRTrent 700/GE CF6)
Airbus A340 (CFM56-5C)
Boeing 777 (Trent 800/GE 90)
etc
Line Maintenace
HRI(Mattala), MAA(Chennai)
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A319/A320/A321 (CFM56-5B/IAE V2500/CFM LEAP 1A)
Airbus A330 (RRTrent 700)
Airbus A340 (CFM56-5C)
etc
REFER PAGE 47 & 48 for updated Scope
Line Maintenace
33. Where else is the Scope mentioned?
-
In the AMO approval Certificate
34. Who can give EASA release and CAASL release?
EASA release
Aircraft – By Base or line to an EU registered aircraft limited to scope
Component – By workshop which is in the EASA component capability list
Engine – NO EASA
CAASL release
All of SriLankan AMO maintenance gives CAASL release if Aircraft Registered in CAASL
35. Why don’t Sri Lankan AMO have LEAP EASA release capability for line maintenance?
-
We don’t have certifying staff qualified on the LEAP engine in accordance with EASA requirements (LEAP
differences course is not EASA recognised).
36. Do we give EASA release in Colombo, to which operator (EASA MOE 4.1)
Yes –For Edelweiss.
MLE – For Lufthansa and EdelweissforA330 (Trent 700) and A340 (CFM 56)
Upto Weekly Checks
CMB – Only For Edelweiss for A330 (Trent 700) and A340 (CFM 56)
37. Major difference between CAASL MOE & EASA MOE?
MOE 1.9 → Scope
- No NEO Line maintenance as per EASA
- No Engine Module workshop as per EASA
- 4 stations as per CAASL and Only 2 stations approved as per EASA
MOE 2.2 →Parts Acceptance Policy
- CAASL Form 1 is NOT accepted as per EASA
MOE 2.16 → Release to Service
- No Release to Service of Components removed Serviceable from Aircraft as per EASA
- No Swapping / Change Over Serviceable Components between Aircrafts As per EASA (within same aircraft it is
allowed)
- No CRS in the case of One-Off Authorisation as per EASA
MOE 3.4 → Certifying Staff Authorizations
- No EASA part 66 AML accepted as per CAASL
- NO Cabin Authorization holders as per EASA
- NO engine certifying staff as per EASA (since engine Module Workshop is not Approved)
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MOE 4.1 → Contracting Operators are different
38. Critical task explain (EASA MOE 2.23)
Task that involves the assembly or any disturbance of a system or any part on an aircraft, engine or propeller that, if an
error occurred during its performance, could directly endanger the flight safety
“List of Critical Maintenance Tasks” (Form No. ENG/QA/AP/066)
o
DPub → Engineering Publications → EPM → EPM Vol 3 → Quality Assurance ➔ Select List
Schedule Maintenance
• The work cards are clearly marked as being a critical maintenance task (independent inspection check box is
filled - Always).
• The appropriate tally sheet is marked.
Un-schedule Maintenance
• Authorized person shall identify critical maintenance tasks from the LIST of critical maintenance tasks
defined by the customer
If the maintenance task being performed at any time meets the requirements of, but has not been identified as a critical
maintenance task, the authorized person is required to call for and perform an independent inspection.
*The independent inspection procedures shall apply to ALL critical maintenance tasks
39. Identical task explain (EASA MOE 2.25)
Task that involves removal/installation or assembly/disassembly of several components of the same type fitted to
more than one system on the same aircraft or component during the same maintenance visit, where a failure of which
could have an impact on safety.
List of Identical Maintenance Tasks (Form No: ENG/QA/AP/067)
o
DPub → Engineering Publications → EPM → EPM Vol 3 → Quality Assurance ➔ Select list
Schedule Maintenance
• The work cards are clearly marked as being identical maintenance tasks.
• The appropriate tally sheet(s) is marked.
Un-schedule Maintenance
• Authorised staff shall identify identical maintenance tasks from the list of identical maintenance tasks
defined by the customer and the List of Identical Maintenance Tasks
• Always allocate separate teams to perform the identical maintenance tasks
4 Scenarios;
1. Two Engineers and Two Teams
- Can do Parallel (Both start same time and complete together)
- After completion two Authorized persons do Independent Inspection on each other’s tasks (NOT
compulsory if not mentioned or not a Critical task)
2. Two Engineers and ONE Team
- Can NOT go Parallel (One Task should be completed first, then go to the other task)
- Inform MCC and get Permission from Quality
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Engineer “A” complete the work with the team, ask the Engineer “B” to do Independent Inspection
After the Independent inspection 1st task, Engineer “B” start the 2ndtask with the same team and ask the
Engineer “A” to do the Independent inspection after completion.
3. ONE Engineer and two Teams
- Can NOT do Parallel
- Inform MCC and get Permission from Quality
- Engineer complete the task with Team A, sign the “Check BY” and “1st Inspection”. DO NOT Sign 2nd
Inspection
- Raise an NRC to carry out a “RE-Inspection”
- Do the Re-Inspection by the Same Engineer and Complete the task.
- Then start the Second task and do the Same
4. ONE Engineer and ONE Team
- Can NOT do Parallel
- Inform MCC and get Permission from Quality
- Engineer complete the task with the team, sign the “Check BY” and “1 st Inspection”. DO NOT Sign 2nd
Inspection
- Raise an NRC or Tech Log Entry to carry out a “RE-Inspection”
- Do the Re-Inspection by the Same Engineer sign off the NRC and Complete the task.
- Then start the Second task with the same team and complete the documentation exactly same as the
first task.
*An Identical task is NOT always a critical task, SO no need of an Independent Inspection always (if not mentioned in the
card or not in the critical list) BUT as a Practice Do an Independent inspection after an Identical Task because identical
task definition has this Phrase “which could have an impact on safety”.
* QMs do Identical Tasks though they can NOT do Critical Tasks (see 2.23.2.2).
*Scenario 2, 3 and 4 can only do in ANOTHER station with QA approval. Always AVOID in the Base station (QA approval >
do).
40. After critical task what to do
-
An Independent inspection
41. What is Independent Inspection (EASA MOE 2.23)
-
Error-Capturing Method
-
an inspection first made by an authorised person by signing the maintenance release subsequently inspected by a
second independent competent person who attests to the satisfactory completion
Should be carried out by at least two persons.(Need signatures of both before the CRS is issued).
-
42. Who can do independent inspection
-
By an “independent qualified person” - Authorized person who holds similar authorizations as applicable to the
task performing (scope of work includes the task being performed and the aircraft/component type)
Can ONLY be;
▪ Line Maintenance B1/B2 Certifying Staff
▪ Base Maintenance B1/B2 Support Staff
▪ Component Maintenance Certifying Staff
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QM can sign the 1st Inspection, But never the 2nd Inspection. 2nd inspection by the CS/SS who signed the “Check
By”
43. What is the method of Independent inspection?
➢ The visual inspection shall be carried out after the installation of the component.
➢ The leak check shall be carried out after the engine ground run/engine motoring and the results shall be
inspected separately by both staff performing the independent inspection.
➢ The torque check shall be carried out as follows:
o The authorised person performing the task shall apply the torque as per the maintenance data.
o
The independent qualified person performing the independent inspection shall be present at the time of
torque application and ensure that the correct torque is applied.
➢ QM can do the First Inspection of an Identical Task (tasks Under his scope) But NOT the second inspection
➢ Errors found during independent inspections → Raise MER
44. What is the difference between independent inspection and duplicate inspection?
-
Independent Inspection → Only the 1st inspector (person who carried out the task) do sign off
-
Duplicate Inspection → Both Inspectors do the Sign off
45. At a line station you are the only person, can you do re inspection and do you have to get permission?
YES- Re-inspection is carried out in an Unforeseen Event only. Therefore before Performing the Task you need to get
permission from MCC.
46. What is Re-Inspection?
-
-
An error-capturing method,
Same as an independent inspection, except that the “authorised person” performing the maintenance task is
also acting as the “independent qualified person” and performs the second inspection (Only one Authorized
person avail)
Re-inspection should only be performed in unforeseen circumstances (With MCC Permission)
47. Where is critical task and identical task list
DPUB → Engineering Publications →EPM → EPM VOL3 (Forms & Tags) → Quality Assurance →Select on List
(ENG/QA/AP/067 (Identical Task) or ENG/QA/AP/066 (Critical Task)
48. from which EASA regulation error capturing methods were introduced
-
By the amendment 1536/2015 to 1321/2014. (in EASA 145 regulations → Performance of Maintenance –
145.A.48)
49. Where is the quality policy mentioned in MOE?
-
In EASA MOE Part 1 – Management section ( 1.2) by the Accountable Manager
50. What is Over-riding Statement?
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No person should, by either management or peer pressure, sign or carry out any tasks that would contravene
regulations or procedures and could compromise the safety of the aircraft/equipment, themselves or other
personnel. Must follow through the correct channels
51. What is JUST Culture?
-
A person may report occurrences or safety reports without fear of disciplinary or other action being taken
against them. (Justice)
Ex: A320 Hangar Nut fallen into Engine core and the technician inform it.
-
Every employee is expected to take part in the process by passing along important information and by offering
suggestions which will benefit the operation of the company
52. CAN-I policy what is it?
-
Continual and Never Ending Improvement (CAN-I)
-
All personnel are encouraged to make constructive suggestions for improvements.
-
You must justify your suggested improvement by showing that it will be beneficial, cost-effective, reduce manhours etc
53. Occurrence report explain (EASA MOE 2.18)
THREE types of safety related reporting systems:
i) Occurrence Reporting System (Mandatory Reporting)
-
-
Any incident, malfunction or defect in an aircraft or its equipment, or in ground equipment intended for use in
connection with the operation of an aircraft, which endangers, or if not corrected could endanger, the aircraft
or its occupants, or any other person. An Airworthiness Directive overdue for compliance is also considered a
hazard to flight safety and shall be reported to EASA.
Reactive Process
It’s the responsibility of the certifying staff - should report, using the above mentioned criteria and their own
judgment,
Occurrence Reporting form: ENG/QA/GN/022
Reporting is controlled and is to be registered.
Certifying staff ➔ Duty Engineer ➔ occurrence report register ➔ Quality assurance
-
CS/SS should report → To Quality ASAP
Quality Assurance → To Authority in any case within 72 hours of occurrence/incident
ii) Engineering Safety Reporting System (Voluntary/Anonymous/Confidential Reporting)
- Collecting information about safety related incidents, hazards or safety concerns which otherwise will not be
revealed by the mandatory reporting system.
- Proactive process
- Responsibility of all staff
- Any Staff ➔To the Engineering Safety Manager (ESM)
- ESR form: ENG/SF/GEN/002. Following Methods;
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✓ Email
✓ ESR Collection Box
✓ Online Reporting Form
iii) Maintenance Error Reporting System (Voluntary Reporting) (EAP 2.18-2)
-
Objective - To identify, investigate and correct maintenance errors in a non-punitive manner and to make the
system resistant to similar errors.
Whenever an error occurs, no matter how small, SriLankan AMO encourages the reporting MER.
Maintenance errors primarily concerns those events that fall below Occurrence Report criteria
The difference between Occurrence Reports and Maintenance Errors is that, Occurrence Reports are not
intended to collect and monitor the normal flow of day to day defects.
Responsibility of all staff involved in maintenance ➔ Quality Assurance Manager
Error Reporting Form: ENG/QA/GN/035.
54. Is there occurrence report list, Where Can you Find FULL List?
YES- In the
1. EASA APM section EAP 2.18-1 (examples)
2. EPM Vol 2 (02-11-06)
3. ESMM Section 6.1
4. EASA 145.A.60 and AMC 20-8
5. IS 006
Full List >> AMC 20-8 and EASA 145.A.60
55. Any other reporting methods?
Yes - 3 Methods
1).Document discrepancy error report (2.27)
- When Discover inaccurate, incomplete or ambiguous information in the maintenance data
Raise EQRF >>> With EQRF Reply >>> Document Discrepancy / Error Report Form (ENG/TS/GEN/010)
- By maintenance personnel
Technical Library Executive.
2). Procedure & standard deficiency report (2.18)
- To highlight inadequacies in maintenance procedures and standards.
- By all engineering and maintenance staff
Quality Assurance Manager (confidential or voluntary basis.)
3). Error Report form (ENG/PP/AM/017)
- Task card/preload deficiencies in Planning
56. Why would you raise maintenance error report?
-
Occurrence Reports are not intended to collect and monitor the normal flow of day to day defects, Therefore
you need to raise an MER to report those events that fall below Occurrence Report criteria
To make the system resistant to similar errors
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57. How to raise an error report from (planning)?
-
Any discrepancies found within the related paperwork and preload can be reported to Production Planning using
the Error Reporting Form (ENG/PP/AM/017).
-
CS/SS → shall obtain a reference number from the dock planner → Dock planner should record in the Register.
CS/SS shall email Error Reporting Form → to production planning coordinator → will provide a feedback within a
reasonable time frame via e mail
58. For lost tool what to do? (EASA MOE 2.6)
-
Certifying staff will evaluate the circumstances of the tool loss and any impact to the tasks being performed at
the time of the reported loss.
➢ A maintenance error report should be submitted
OR
-
If the tool lost constitutes a hazard to flight safety, B1/B2 or C certifying staff shall take ALL measures to locate
the missing tool.
➢ if considered the tool lost constitutes a hazard to flight safety → occurrence report
➢ The Mechanic or Technician shall report this loss to their maintenance supervisor or executive and the sectional
manager, along with a copy of the maintenance error or occurrence report.
59. Within which duration to raise occurrence report?
-
As a CS/SS → You should report ASAP to QA
-
QA → should report to CAASL+EASA → 72 Hours
-
There is QN for this
60. Document discrepancy report? (EASA MOE 2.27 and EPM Vol 2)
-
When Discover inaccurate, incomplete or ambiguous information in the maintenance data
o Raise Document Discrepancy / Error Report Form (ENG/TS/GEN/010)
-
If you find this while carrying out Maintenance, Then;
o Raise EQRF → With EQRF Reply → Document Discrepancy / Error Report Form (ENG/TS/GEN/010)
-
By maintenance personnel → Technical Library Executive → to the author of the maintenance data
61. Explain EQRF? (EASA MOE 2.27)
-
in order to obtain advice from SriLankan Technical Services section on subjects, which are not addressed in the
available technical documentation
-
Any Urgent issues during out of official working hours shall be communicated through an e-mail along with a
telephone call
-
Ongoing maintenance task >> when discover unclear or possibly incomplete information in the maintenance
data >> Engineering Query Request Form (EQRF) [Form No. ENG158] → To Technical Services (Through
Production planning)
-
If the response (Engineering Query Response Form) by Technical Services, identifies inaccuracies or ambiguities,
the CS/SS shall raise Document Discrepancy / Error Report form (ENG/TS/GEN/010) as stated in paragraph
2.27.2.
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When you raise an EQRF to Tech services, they will send it to Airbus.
-
Then Airbus will reply to Tech Services. This reply is called Technical Adaptation (TA)
o CS/SS (EQRF) → Tech Services → To Airbus
o Airbus Reply = TA (Technical Adaptation) → To Tech Services → To CS/SS
-
All approved EQRF responses shall be routed via Engineering Planning section for dispatch to the relevant
originator
62. How to raise an EQRF?
-
Get the EQRF form (EPM Vol 3 → Technical Services → EQRF - ENG 158)
Fill the EQRF form - Enter all the relevant information regarding the query (sketches, references, P/N, FINs, etc)
Get a reference Number from the Planning (give the heading of the EQRF)
Enter the reference Number on the EQRF Form
Send it by Email → TO “EQRF distribution team”
63. Robbery Procedure? (EPM 01-03-16) EPM VOL 1 >> Maintenance Management
*No Robbery Procedure as per EASA, Only as per CAASL.
*Only on CAASL Registered Aircraft
▪
▪
Cannibalizations: Removal of a sub assembly from NHA
Robbery: Removal of complete part from Aircraft
Nil Stock copy from stores signed by stores supervisor →Permission from Duty Engineer → Check History of Item (NO
fault/Mod status) → confirm Serviceability (test or Visual inspection) → Raise Serviceable Tag,
1. If robbed from Aircraft (O/H report/Ex Batch No: PUT “EX-4R-XXX”),
2. If removed from NHA (“remarks column – P/N and S/n of NHA)
→ Credit to Stores thru Planning with a “Credit Note”→ Get the Item back from stores with AURA Material request With
a BATCH Number →Attach Robbery tag to Component removed location + Cockpit
Scenario 1: NHA in Stores
-
Book out the complete assembly out of stores
Attach the Robbery/Cannibalization tag to remaining assembly + Raise a US Label → route to stores as US item
Raise CIMD (Cannibalized Item Monitoring Doc) + Attach NIL Stock Copy → MCC/Duty Engineer
*CIMD is only raised for an item robbed from NHA of a component from stores
Scenario 2: Spare Engine
-
Continuation worksheet Raised
-
Robbery Tag on the Engine
Scenario 3: Component From Workshop
-
Workshop planner will update Aura
-
Item with a Transit label can NOT robbed for a different aircraft (transit label is closed loop)
Scenario 4: Aircraft in Maintenance
-
Raise Tech Log Entry, Continuation worksheet or NRC as applicable (Both Aircraft)
-
Robbery tag in Cockpit + Removed location
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Scenario 5: Standby Aircraft (Last Option)
-
Raise Tech Log Entry
-
Robbery tag in Cockpit + Removed location
Re-fitment of parts to cannibalized NHA
1. If the Cannibalized part is an LRU >> CS/SS can re-fit and certify as serviceable >> credit back to stores >> Attach
Robbery tag to final documentation
2. If the Cannibalized part is NOT an LRU >> Route the item to workshop for re-certifcation
64. Explain Temporary Holding tag & its usage? (EASA EAP 2.3-4)
Attach to the components & parts, when they removed from installed positions from A/C.
Front face of the label up to “Removed by “must be filled & signed by QM, QI, Mechanic, Technician or CS/SS.
If the Item is only removed for access, keep the item with filled holding tag on component holding pending
Inspection rack. (AV items to Electrical/Electronic components temporary storage room.)
4 scenarios
1. Transit to Shop
- CS/SS must tick on Route to shop part (10)& sign on the bottom part of Temporary removal Tag (11)
- Transit label & holding label both must be attached to Transit item to shop.
- On the reverse side (13) work order No OR Transit label No should be written.
2. Transit from shop
- Item Received with Transit label & holding tag. Workshop CRS given through Transit Label.
- CS/SS will declare the serviceability of the item by signing the Bottom of Reverse side of holding tag (14)&
detaching the red Unserviceable portion.
3. U/S the item
- Order the new item to the referred work order document.
- Until the ordered item Receive, keep the removed item with holding tag & item transfer to the U/S rack from
pending inspection rack.
- When the Item Received, using Serviceable/Unserviceable label, removed part will U/S by CS/SS.
- Received part will replace the removed part with a new holding tag.
-
4. Serviceable the Item
- Items on “pending Inspection rack”
- CS/SS will declare the serviceability of the item by ticking on Serviceable (10) & signing on bottom of the front
side (11) and detaching the red Unserviceable portion.
- Serviceable items then transferred to Serviceable component holding racks.
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65. Types of transit Tags?
-
Transit Label is Closed Loop. (Ship – Shop – Same Ship) You can NOT install a component with a transit tag to
another aircraft
-
Transit label is the CRS given by a workshop (So NO need of a separate FORM 1)
-
Inspect the tick of the boxes → EASA release or CAASL Release
-
Components retrieved by Production Planning from workshops cannot be re-installed on the same aircraft
without a certified Transit Label.
Three Types;
- Type A → On-Wing component maintenance (Not used because we have NRC),
- Type C → for Removed Component Maintenance (shop repair)
- Type D → for NDT
66. Where to record the details of calibrated tools?
-
Tool calibration details and additional material/man power record sheet (Additional Data Record Sheet) Issued
by an IOM in 2018
67. ROS Procedure? (EPM 01-03-15) EPM VOL 1 >> Maintenance Management
*ROS procedure is NOT approved by EASA, Only CAASL
Rotable Item replaced on an aircraft for defect analysis or evaluation (For Troubleshooting), the REMOVED part is only
Suspected U/S but not Sure So DO not declare U/S, it is kept and hold as R.O.S in stores on special ROS rack.
Remove Item → Attach ROS label + attach the Serviceable/Unserviceable Label of the installed part (circle ITEM kept on
ROS)→ Credit to stores (with Stores credit note) thru Planning → Raise RIMD (ROS Item Monitoring Doc) → MCC
(Defect Control Engineer)
Scene 1: Defect Engineer > Declare item U/S > Certifying Staff > Go to Stores and Raise an U/S label
Scene 2: Defect Engineer > Declare Item Serviceable > Certifying staff >Go to stores and Complete Serviceable part
of ROS label (other side)
*MCC Engineer should declare item status within FIVE days as a reply to the RIMD.
68. Who can serviceable or U/S ROS item?
-
Normally by the CS/SS who ROS the item → but can be Any C/S or SS as per instructed by DE
-
MCC Engineer can NOT do it because he is not in AMO but CAMO
69. What are pooled items?
•
•
Components which are costly are kept in a pool maintained by several operators.
Once you install the pooled item onto an A/C you can’t keep the removed item on ROS. Removed item is U/S
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70. Can you use an ROS item on an EASA release aircraft?
-
NO – You need to have an accepted release certificate in order to install (MOE 2.2)
EASA does NOT approve items being removed in serviceable condition but CAASL does
71. Explain swapping of components? (EPM Vol 1, MOE 2.16)
Requirements
- No Spares avail
- Only LRUs can be swapped
- Only as per TSM
- Make One swap at a time
- Not encouraged but to prevent NO GO
3 Scenarios;
1. Swap with in Same Aircraft>> Details of P/N and S/N of Swapped >> in Tech Log/NRC/CWS(No need of Separate
Serviceable tags)>> Raise an ADD (both EASA and CAASL)
2. Swap between another Aircraft-Aircraft or Engine-Engine>> Separate Serviceable tags for EACH Component>>
Raise Tech Log entry/NRC (Aircraft)/CWS (Engine) on BOTH Aircraft (for removal/installation) (only CAASL)
3. Swapping ETOPS items>> Refer TSM and ETOPS Manual (according to ETOPS manual once an ETOPS item is
swapped and when you applying the MEL → BOTH items should be considered INOP)
*aircraft to aircraft swapping is NOT permitted as per EASA, only CAASL
72. Approval Initial or Scope extension (EASA MOE 3.4)
Requirements
▪
▪
▪
▪
Be a staff of SriLankan AMO or a staff contracted by SriLankan Airlines
Be aged 21 years or over.
Ability to read, write and converse in English language.
Holder of a EASA Part-66 Category B1.1 or B2 License Or CAASL B1.1 or B2 AML (have to satisfy the requirements
of Part 145 Appendix IV)
▪ Minimum of five years of experience on maintenance of civil aircraft
▪ successfully completed an EASA Part-66 Level 3 aircraft type training (Theory and Practical in EASA 147 MTO)
(For staff who have completed type training (theoretical training and examination conducted by an EASA Part147 approved maintenance training organisation and practical training by an EASA Part- 145 approved aircraft
maintenance organisation) prior to 1st August 2013 have been authorised under protected rights)
Following Trainings
▪ Human Factors as per Modules 9 of EASA Appendix I to Annex III (Part-66) and
▪ Aviation Legislation as per Module 10 of EASA Appendix I to Annex III (Part-66)
▪ Fuel Tank Safety (FTS) and CDCCL component handling at the level of Phase 1 and Phase 2
▪ Electrical Wire Interconnecting System (EWIS) and / or aircraft structure
▪ Organisation Procedures.
▪ ETOPS/EDTO Training (Not mentioned in MOE but Mandated by an IOM)
Documents to be submitted
▪
Completed applications (Particulars of Applicant - Form No. ENG/QA/AP/003 and UL Approval Request Form Form No. ENG/QA/AP/004)
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▪
▪
▪
▪
▪
Copy of valid EASA Part-66 License or CAASL AML
Evidence of appropriate training
Evidence of adequate experience
A sufficient number of Maintenance Experience Logbook
competency assessment form
73. Approval Renewal (EASA MOE 3.4)
Validity Period
Until the first expiry date of AML or Continuation training (So 2 Years - since continuation training is valid for 2 years)
Requirements
- Completed UL Approval Renewal Form – Form No. ENG/QA/AP/005
- Demonstrate 6 months of maintenance experience in the last 24 months.
- Holds a valid EASA Part-66 license or CAASL AML License.
- Continuation training carried out in a period not exceeding 24 months with Exam.
- A read and sign register shall be submitted at renewal (All Quality and Technical Notices applicable to the
authorization held at the time of renewal)
- Competence Assessment Form –“Managerial and Authorised AMO Staff- Renewal”, Form No. ENG/QA/AP/029b.
Continuation training :-The “A320/A330/A340 Technology (contains ETOPS), Human Factors, Aviation Legislation, Fuel
Tank Safety, EWIS & Organisation Procedure Continuation Training and Examination” contains organisation procedures
continuation training. However, if required due to training expiry, a standalone training may be conducted.
74. AML Renewal Period
-
1 Year or 5 years as requested by holder
75. Scope of certifying staff and where is it mentioned? (EASA MOE 3.4)
Mentioned in;
1. Approval Card
2. EPM Vol 2 (Human Resource Management- 02-06-10)
3. EASA MOE 3.4
Scope;
Category A: CRS following minor scheduled line maintenance and simple defect rectification within the limits of tasks
specifically endorsed on the authorisation
Tasks which are personally performed only
Category B1: CRS following maintenance, including aircraft structure, power plant and mechanical and electrical
systems. Replacement of avionic line replaceable units, requiring simple tests to prove their serviceability. Include the
appropriate A subcategory.
Category B2: CRS following maintenance on avionic and electrical systems
Category C: CRS following base maintenance on aircraft.
76. When should a competency assessment be submitted?
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CS/SS shall undergo a competence assessment at initial, Scope extension and renewal of their authorization.
(EASA MOE 3.14 and QN and IOM)
Using Form ENG/QA/AP/029- a
-
Initial – Assessment for the granting of the individuals first authorisation.
-
Extension – Assessment for the granting of authorisations for individuals who already hold an authorisation
(therefore second, third, etc. authorisation).
Using Form ENG/QA/AP/029- b
-
Renewal – Assessment to renew the granted authorisation.
77. How to carry out Competency Assessment?
-
There are guidelines set by a document which is introduced by an IOM.
Document can be accessed by EPM Vol 3 → Quality Assurance
Assessors shall access the competency of the individuals by using 3 different methods
1. Verification of training records → 100%
2. Conducting Oral interviews → 75%
3. On the Job Assessment → 75%
The individual shall complete the competency assessment as above to be scored as competent
However, even if the individual has been scored as “Competent”, for any “Not Satisfactory” marked competence items,
individual must attain a “Satisfactory” score for these competences in the next assessment
78. Who asses the Competency of CS?
-
Sectional manager should assign a suitable assessor
79. The courses included in the refresher training?
•
•
•
•
•
•
•
A320/A330/A340 Technology
ETOPS training (New addition by an IOM)
Human Factors,
Aviation Legislation,
Fuel Tank Safety,
EWIS
Organisation Procedure
80. What is HF training requirement to become CS/SS?
- GM 145.A.30
81. QM and QI scope? Where mentioned on the MOE?
QM – EASA MOE 3.8
- sign-off tasks that they have personally performed limited to the tasks specifically endorsed on the
authorisation certificate
- However if identical maintenance tasks are performed which require an independent inspection, the qualifying
mechanic can perform the first inspection of the independent inspection only on tasks personally performed.
- NOT authorised to issue CRS
- NO troubleshooting.
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NO critical maintenance tasks.
NO functional or operational checks on aircraft systems.
Qualifying Mechanics (Airframe & Engines, Avionics, Cabin Maintenance, Paint, Structures and Composite)
QI – EASA MOE 3.7
- Sign-off tasks that they have personally performed OR performed under their supervision limited to the scope
specifically endorsed on the authorisation certificate.
- QI only “sign-off”, B1 and B2 Support Staff will sign “Check by”
- NOT authorised to issue CRS
- CAN do troubleshooting and defect rectification within the scope of authorisation.
- CAN do functional or operational checks on aircraft systems within the scope of authorisation.
- Qualifying Inspectors (Structure, Paint and Composite)
- NO Airframe or Avionics QIs
82. Who can sign Check By?
-
Certifying staff and Support Staff (Under their Authorization Scope)
83. How to Certify Tasks by QI, QM, CS, SS, Workshop CS?
-
Qualifying inspectors - shall use signature and authorization number
-
Qualifying mechanics,
Component certifying staff
NDT certifying staff
B1 and B2 CS and SS
•
“sign-off” → means a statement by the authorized staff that the task or group of tasks has been correctly
performed.
•
“checked” → means to ensure that all relevant tasks or inspections have been carried out to the required
standard by appropriately authorized staff.
Signature and Stamp
Situation
1
Performed By
Unauthorized
mechanic/technician
Signed Off By
B1 or B2 Support Staff
Checked By
B1 or B2 Support Staff
2
Unauthorized
mechanic/technician
Qualifying Inspector
B1 or B2 Support Staff
3
Qualifying Mechanic
Qualifying Mechanic
B1 or B2 Support Staff
4
Qualifying Inspector
Qualifying Inspector
B1 or B2 Support Staff
5
NDT Certifying Staff
NDT Certifying Staff
B1 Support Staff
6
B1 or B2 Support Staff
B1 or B2 Support Staff
B1 or B2 Support Staff
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84. When you order a consumable material from PPO, if he gives previously used one what do you do?
-There is an IOM1. Check the “List of Partially used consumables which can be stored by the PP dock” which has to be maintained
at the PP dock (Or you can refer to the IOM appendix)
OR
2. Check that material’s MSDS (Material Safety Data Sheet) & confirm it can be used or not.
Associated data >> CML >> Material No (Ex:14SB2) >> click on Hyperlink “YES” to obtain its MSDS.
85. What would you do after using consumables can be reused?
-
Should handover as soon as practically possible to the Production Planning in a state of condition to reuse
Oil, Hydraulic Fluid and Sealant Semi Kita Can NOT be REUSED
86. Explain QN, TN, SN and IOM? (EASA MOE 2.8 and ESMM)
1) Technical Notices (TN)
-
Used to notify information to assist technical staff in the diagnosis of defects, emphasize manufacturer’s
requirements, precautions, and on good maintenance practices.
-
Each aircraft model is allocated its own set of numerically and ATA sequenced TNs
o Tech Services Engineers >>TECH SERVICES MANAGER Approve >> Publish
2) Quality Notices (QN)
-
Used to convey information that is, Instructional or Advisory or informative, may include details of mandatory
requirements, certification, and cautionary notices resulting from in-service incidents or the SriLankan Part 145
AMO Maintenance Error Reporting System.
-
Multipurpose document
-
Sequentially numbered Quality Notices.
o QUALITY MANAGER Approve >> Publish
3) Safety Notice (SN)
- To Communicate safety critical information and introduce or change safety procedures
- It is Mandatory to comply with Safety Notices
o QUALITY MANAGER or ENGINEERING SAFETY MANAGER >> Publish
Safety Bulletin
- To Communicate conclusion of a safety Investigation or safety related experiences
4) Inter-office Memo (IOM)
-
Inter-office memos are used to inform general information to all category of personnel.
-
All departments under AMO shall use the Inter-Office memos to convey information.
-
IOM in digital Publication >> only by QUALITY ASSURANCE
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87. HF Principles adopted in Work card system (EASA MOE 2.8.2.2)
Best practices and human factor principals shall be used when preparing the maintenance instructions for complex task
for Aircraft and Component maintenance, such as:
- Clear instruction
- Maintenance task separation (JIC)
- Trade separation
- Sufficient provisions for test result marking and units of result.
88. Procedure to Follow when P/N and S/N Not visible on Components?
There is an IOM- 3 ways:
1. Component Track by System
CS/SS >> Production Planning >> Get the P/N and S/N on FIN >> Write on Maintenance record
OR
2. By the IPC get the P/N (Second option if can’t be track by the system)
OR
3. If not available on IPC → Get the PN from the Selected New component that you are going to install on the
position
89. Personal Tool box audit after work done. Where information mentioned in the MOE?
EASA MOE 2.6
- Each toolbox must comply with the relevant Minimum Check list duplicate and signed by the Technician and
AME
- Each tool will be stamped with the staff number of the technician
- Once a month inspection shall be performed by the maintenance executives
- Self-auditing of tool box at the end of every shift.
- A checklist shall be used and forwarded to the AME at the end of the month.
- Any shortage or defective tools shall be informed to the AME and recorded
EASA EAP 2.7
- After completion of every task prior to closing of access panels, the technician and the CS/SS shall carry out a
check to ensure all tools used have been removed from the work area.
90. What to do if a Tool is defective and damaged?
Personal Tool
- Should Inform the AME and record on the Checklist
-
Should replace the tool
Line/Hangar Crib Tool
- Tool user shall inform the tool crib officer on any in-service usage difficulty, damage or defect
- Then the tools shall be declared as unserviceable and shall be removed from the serviceable tool racks.
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Unserviceable tools/ equipment shall be handled as applicable
91. Procedure to follow if work was done with a tool that is past the calibration due date? (EASA MOE 2.5)
-
All work that has been performed using that tool or equipment since its last calibration due date shall be
redone and certified.
Stores Supervisor>> complete an Occurrence Report. (With details form of the history of tool use since last calibration
due date)>> forwarded to the Quality Manager >>QM to Technical Records>> review the work packs to determine
where the tool was used >>Tech Records to Quality Manager>>QM Take immediate action
92. You have over- tighten a bolt during maintenance. Before you dispatch the aircraft on a flight, you realize that you’ve
made a mistake and correct the initial mistake. Do you need to report this incident? If so what reporting method to
use.
-
If it is a Critical Task/Item → Occurrence Report
If Not → MER
93. What to do if a component is unserviceable when issued for maintenance from stores? (EASA MOE 2.19)
-
Occurrence Report>> Quality Assurance
AND
Attach incident investigation label + U/S label >> Return item to Stores >> Occurrence rack
94. Findings Classification
-
Level 1 finding is any significant non-compliance with Part 145 requirements which lowers the safety standard
and hazards seriously the flight safety.
Must immediately corrected before the next flight or release of the component
-
Level 2 finding is any non-compliance with the Part 145 requirements which could lower the safety standard
and possibly hazard the flight safety.
-
Observation is any recommendation the auditor might make in order to highlight a potential non-conformance
or to suggest an improvement.
95. Fuel Tank Entry Procedure (EPM 01-03 -05)
-
-
Aircraft Electrical power de-energized
Display both “Man in fuel tank” and “fuel tank open”
Fire extinguisher should be in the vicinity (CO2 and FOAM)
Two people must be available (entry person and safety person)
If entry is required with still high level of fuel (above 5%) >> Breathing Equipment must be Used
Fuel tank tools and equipment and check list must be used
➢ Avail in the AMM
➢ Avail in EPM Vol 3 (ENG/BM/CL/OO1)
Ground the Aircraft
Use only Spark proof lights
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Good ventilation
Use approved protective clothing
Make sure Fuel vapor concentration is lower than 10% using LEL (Lower Explosive Limit) Meter avail in Hangar
tool crib
Use Only pneumatic tools
After completion → Raise a CFD for Filter replacement as per the TN (in 150 FH and then again on
750 FH) => TN
96. APU start, dry motor, wet motor in hangar? (EPM Vol 01)
APU Start
EPM
- APU ops should be minimized in hangar
- Prior to enter hangar, APU must be shutdown
- If APU ops is unavoidable Hangar auto Fire System has to be Disarmed
- Duty Engineer or Check controller must be Updated
- After the task Hangar auto Fire system has to be normalized
AMM
- Make sure FWD AV (to prevent accidental pressurization) door is open with placard
- Get clearance up-to 25 m from exhaust and 2m from Inlet
Dry Motor
-
Should be kept to a minimum
Wet motoring NOT permitted
Anti-collision Light ON and a person to communicate to keep clearance
97. Aircraft arrival procedure? (EPM VOL 01-04-03)
-
-
All personnel should wear High visibility clothing (Tabard)
A qualified person is available to receive aircraft and establish ground to cockpit communication.
Qualified Person = Line maintenance Cat A or B1 CS, Base Maintenance B1 SS or Technician with appropriate
Training (headset Training)
Ensure all required equipment are available and ready at the parking bay, such as:
➢ Serviceable Headset, flash light, tool box, engine oil, GPU, ACU, ASU,etc
Be at the allocated stand prior to 15 Mins and inspect the ramp and make sure
➢ No foreign objects and Arrival path is clear
Once aircraft stopped, connect the Headset and call flight deck “ Ground to Cockpit”
Once Engines are spooled down and Anti-collision light is OFF, give clearance for CHOCKS
➢ Nose wheel >> Chocks FWD and AFT (A320 = 2)
➢ MLG Outboard >> FWD and AFT (A320 = 4)
Safety cones around the aircraft
Give clearance to GSE (Ground Service Equip) in the following order; (Avail in Transit Check list)
1. Passenger Doors (whichever the disembarking starts)
2. Cargo Doors (for Cargo unloading)
3. Other Passenger doors (For Catering)
4. Access panels (for water service, etc)
5. Aircraft Fuselage
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6. Engine Cowlings
If damage is found DO NOT GIVE Clearance, Inform B1 CS
Arrival Procedure for an Aircraft with Unserviceable APU
- Line control will inform about the U/S APU
- Make sure Full ground support is available
- After Chocks In >> Connect GPU (Inform Crew)
- During Last engine shutdown keep pneumatic starter running, ready (Do NOT connect) to connect in an
emergency engine tail cone fire (because in a tail cone fire dry motoring has to carry out for proper
extinguishing)
- Maintain Crew communication until last engine shutdown
98. If oil patch in ramp what will you do?
1. CS/SS >> Duty Engineer >> Control room >> Control Tower >> BAY Change
+
2. CS/SS >> Ground Safety >> Water Spray and Wash
99. What is Concession and Dispensation?
Concession
- To deviate from scheduled maintenance requirement (Aircraft Maintenance Program)
- Authority to accept aircraft, systems and components for the continued use which do not wholly comply with
relevant regulatory requirements of CAASL but general acceptable level of airworthiness is maintained.
- QAM responsible for review & granting of concessions up to the limit vested to him by CAASL. Requests over &
above should be justified & forwarded to CAASL for approval.
- CAASL will establish certain conditions to be maintained in order to extend.
- Second concession for the same case should not be raised unless unavoidable.
- Duration → accordance with the AMP specified limits of Task Interval
- Approval granted by the CAASL
- Engineering Planning apply >> Quality Assurance will review and forward >> To CAASL for approval
Dispensation
- Dispensation is required to dispatch the aircraft after expiration of MEL rectification interval. This is referred as
“MEL Overruns”.
- Duration → procedure for the extension of the applicable Repair Interval B, C, and D, for the same duration as
specified in the MEL,
- Approval Only be granted by CAASL
- The operator only grants a one-time extension of the applicable Repair Interval
- Repair is accomplished at the earliest opportunity.
- MCC apply >> Quality Assurance will review and forward >> To CAASL for approval
100. What are the Functions of MCC? (CAME)
-
Monitor and arrange ground time for SriLankan AMO Line Maintenance for the rectification of deferred defects,
non-scheduled with regard to MEL/CDL requirements.
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Monitor aircraft ETOPS operations in Colombo and Line Stations through relevant debriefs and advice AOCC and
line stations to ensure smooth operation of ETOPS flights.
Monitor line stations (contracted AMO’s) performance with respect to engineering / technical handling.
Monitor ROS items for which RIMD’s are raised and advise support/certifying staff for necessary action.
ROS items will be monitored for 4 days or as practical as and when required.
ROS items that are without RIMD forms should be monitored by the person who placed the part in ROS and
need to clear the item as required.
101. Do we have MCANs now?
- NO.
For simplification and standardization of work cards MCAN is replaced by MCWC by a QN in 2018.
102. How to handover completed MCWC?
-
Line CS complete task >> MCO (Maintenance Control Officer) >> enter data in ERP (Enterprise Resource Planning)
AURA system >> MCC review >> back to MCO >> finally to Tech Records
Base SS complete task >>Enter into “Base Maintenance Debrief” >> Remain the MCWC card with Maintenance
Package >> Forward to Tech records
103. How to Withdraw an MCWC?
-
Line or Base Duty Engineer (with Valid justification) >> MCWC withdrawal Form >> To MCC Duty Engineer (he will
consider the situation) >> approval given by Email
104. Document flow in Base Maintenance? (EPM 01-01-14)
Engineering Planning (Prepare Routine work scope – As per AMP) >> Production Planning (Print and prepare work pack
– split into major trades + Ensure tools and materials available for tasks) >> Base maintenance Support Staff (Complete
tasks on the package) >> Production Planning (prepare completed work package) >> Engineering planning (Ensure all
the cards are returned) >> to Tech Records (retention and system update)
105. How to Withdraw a Maintenance Work Card?
Duty Engineer >> contact Engineering planning manager and get prior permission (may be over the
phone) >> Maintenance work card withdrawal Form (with explanation for withdrawal) >> to Engineering
Planning
- Only in unavoidable circumstances
1. To Withdraw an SWC in category “Immediate” >> approval from Quality Assurance Manager
2. To Withdraw Other work cards >> Approval from Engineering Planning
➢ To withdraw a Work card which deviates Aircraft Maintenance program (AMP) >> Concession
➢ To Withdraw a CFD >> Raise an EQRF
-
106. Can base maintenance accept Additional tasks in the middle of an On-Going Check?
YES –
1. Only if the tasks are Mandatory (a Time constraint AD issued while on the check)
OR
2. Discussed and agreed by the Check Controller/ Duty Engineer that the additional tasks do not affect Turn
Around Time (TAT)
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107. How is the work Scope divided into Trades?
-
AF – Airframe
-
PP – Power Plant
-
AV – Avionics
-
CA – Cabin
-
NDT – Non Destructive Testing
-
LU – Lubrication
-
OP – Open Panel
-
CP – Close Panel
108. How to access Transit, Daily, Weekly, ETOPS Check sheets?
•
•
DPub →Part M CAMO DATA → A320 Maintenance Line Checklists
OR
DPub → Line Stations → Maintenance Line Checklists → A320/A321 Line Checklists
109. When and How Should you carry out each checklist?
➢ All the Instructions → Given on the cover Page of Checklist
-
Weekly → Every 8 days elapsed time (A/C IN SERVICE). With the Transit Check and Daily Check.
-
Daily → to be accomplished every 36hours elapsed time (A/C IN SERVICE). With the transit Check
-
Transit → To be accomplished before EACH FLIGHT at all TRANSIT STOPS.
-
ETOPS → Preferably Not less than TWO hours but Not more than SIX hours prior to departure. In conjunction
with Transit Check
110. What are the Revision status of those Line Checklists?
-
ETOPS Checklist => Issue 02 Revision 5 ?
-
Transit Checklist => Issue O8 Revision 6 ?
-
Weekly Checklist => Issue 06 Revision 5 ?
-
Daily Checklist => Issue 08 Revision 5 ?
111. What is the latest Revision for Transit Checklist?
➢ If the aircraft ground time is Three (3) hours or more,
-
Install PITOT covers and static blanks.
-
Raise a → TLP
112. What other B2 Tasks in Transit Checklist?
-
Check crew oxygen bottle pressure in “DOOR/OXY” page as follows:
o Line Station : Between 900-1850 PSI (70ºF)
o CMB : Between 1200-1850 PSI (70ºF)
-
Ensure the “REGUL LOPR” message is not displayed on the “DOOR/OXY” page.
-
Exterior Lights Operational test (To be accomplished prior to the first flight of the day-from main base)
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113. What are the B2 tasks in the ETOPS check list?
-
CSMG Test (Only in Main Base)
Do NOT perform during Refueling Operation
Crew Oxygen Pressure check (1500 Psi)
At line stations, if pressure is below 1500 psi , refer to FCOM to determine that quantity is sufficient for the
scheduled flight.
114. How to Access CDL, MEL, MMEL, ETOPS CMP Significant Item List, FCOM?
▪
▪
▪
▪
▪
MEL >> DPub → Engineering Publications → MEL → A320_A321 MEL
MMEL >> DPub → Airbus Publications → A320-A321 Airbus Publications → MMEL
CDL >> DPub → Airbus Publications → A320-A321 Airbus Publications → AFM A320_A321_NEO
ETOPS CMP Significant Item List >> DPub → Airbus Publications → A320-A321 Airbus Publications → ETOPS CMP
Significant Item List
FCOM >> DPub → Airbus Publications → A320-A321 Airbus Publications → FCOM
115. How to Access CAME, ETOPS/EDTO Manual, NDTM, ESMM, MOEs and MOE Supplements, EPM?
-
DPub → Engineering Publications →
CAME, ETOPS Manual, NDTM, ESMM,
MOEs and MOE Supplements, EPM
116. Who are the 3 people sign at the End of a TN?
-
Originator → Tech Services Engineer
Checked → Assistant Tech Services Manager (ATSM)
Approved → Manager Tech Services (MTS)
117. IOM related to Working hours by Arjuna?
•
•
•
•
•
No Scheduled shift shall exceed 12:25
No overtime beyond 12:25 hours – day or night (Shift continuation Only in exceptional case with consent from
management)
Minimum 11 hours rest between an END of a shift and beginning of the next shift – day or night (This shall not
be compromised by overtime)
Only 48 hours of scheduled (total of 60 hours including OT) work in any successive 7 days
2 Rostered Night shifts (with 11 hours rest in between) should have minimum successive 56 hours of rest (Not to
be compromised by OT)
- N N X X X → OK
- N N X X N → OK
- N N X X D → NOT OK
118. IOM related to Training by Arjuna?
•
All AMO staff are hereby requested to identify mandatory training requirements and ensure you have received
the applicable training on time.
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To fulfill the above mandatory training requirement, Individual staff member shall inform their
Manager/Executive/Training Coordinator prior to the expiry of validity period
119. Documents carrying onboard and their issuers, approvers and validity?
-
C of R (1 Year) →by CAASL >> (Responsibility – MTS)
-
C of A (1 year) →by CAASL >> (responsibility – MTS)
-
Noise Certificate (Until no modification to design) → By CAASL >> (responsibility – MTS)
-
Radio License (Until C of A is Valid)→ By TRCSL >> >> (responsibility – MTS)
-
AOC (1 Year) →by CAASL >> (responsibility – Flight OPS)
-
Insurance Certificate → by Insurance Company >> (responsibility – Flight OPS)
-
Weight & Balance Report by AMO. Transport category Aircrafts weighed every 5 years
-
C of M (until next “C” Check) → By Cat C Engineer >> (responsibility – MTS)
-
Tech Log/Journey Log/ Cabin Log >>> (responsibility – MTS)
-
MEL → Approved by CAASL >> (Responsibility – Flight OPS)
-
AFM (CDL is part of AFM) → Produced by Manufacturer. Approved by EASA → (Responsibility – Flight OPS)
120. What is certificate of Maintenance, who issues and when?
-
Issued By Cat C certifying staff ONLY (E3 or above Engineer)
Only after a “C” Check (not for A checks)
121. How to continue an NRC? (There is an IOM)
When No enough space available for “maintenance action”;
-
Raise a New and Registered NRC (2nd NRC)
-
On 1st NRC (Maintenance Action section)→ write “Continued To NRC A – XXX”
-
On 2nd NRC (Description Section)→ write The Same defect as the 1st NRC + “Continued From NRC A-XXX”
When No enough space available for “materials Used and Man Hours” section;
-
Record data on → Additional Data Record Sheet
122. What will you do if a modification/Task Card/SWC/EO cannot be completed fully within the time frame?
-
There is a QN
-
Raise An EQRF → get Advice from Tech services on whether you can sign off with such uncompleted work.
Tech services will → advice you on whether you can Do or NOT, If can then they will advice whether any
additional maintenance tasks or Documentation needed to carry out
EQRF reply should be attached to the uncompleted work card
-
123. What are the data that can be recorded in Additional Data Record Sheet?
-
Tool Calibration Data
-
Materials Used
-
Man Hours
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124. What should you do if you find an external part is missing on the arrived flight?
1) Raise an Occurrence Report → Quality assurance
2) As Per the TN → Raise PDA (Parts Departing Aircraft) Occurrence Report → Tech Services
125. CAASL and EASA Audit Findings? (Not Updated)
CAASL Audit
-
CAASL suspending a license but Quality has failed to remove authorization from the relevant certifying staff
(Significant safety concern)
-
Quality assurance issued Authorization approval (A350) without endorsement on the license
-
CAT A staff issuing CRS for tasks beyond their scope as per IS 145 task list (Transit checks, Daily Checks)
-
Structures workshop repair going beyond approved capability
-
Boroscope inspections conducted on wing by Workshop approval holders on CFM LEAP (This is why the NEW QN
147 is issued)
-
Actuator door locks found without streamer in the tool crib
-
Incomplete shift handover in galley workshop
-
Some finding on oxygen workshop
-
Current EPM non compliance with IS 145
EASA Audit (Feb 2019)
Base Maintenance → NO Findings…. Yayyyyy!!!!
CMB Line Maintenance →
-
Fault troubleshooting and rectification c/out without using approved TSM data + References are NOT mentioned
on Tech Log
(Edelweiss logbook page AUTO FLT FCU FAULT that has been fixed resetting some circuit breakers, however this
action is not included in the applicable TSM procedure; additionally the applicable TSM procedure is not
mentioned in the logbook; furthermore the performance of an AMM task including an FCU bite test is
mentioned, however the test result is not declared)
Production Planning →
-
The recurrent training for some staff in the production planning department is overdue.
Quality Assurance →
-
The competence assessment to grant the initial CS authorization is not performed using the Form No.
ENG/QA/AP/029a as required by
-
The practical logbook (Form No: ENG/QA/AP057) is not systematically used to record the recent experience
necessary to grant the initial CS authorization
Composite Workshop →
-
Panels fabricated by the composite workshop are not marked using the original P\N but physically marked using
only the panel number.
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Safety Shop →
-
In the safety shop there are several materials which do not have any traceability, they are not identified with the
Batch number from the stores
126. Placarding of INOP items as per MEL?
-
A Self-adhesive YELLOW colored → “INOPERATIVE” (placed with the Technical log)
-
Placard shall be fixed on or adjacent to the item in such a way that it can be clearly seen by the captain.
-
The placard shall include the;
o Aircraft Deferred Defect (ADD) number
o The date ADD was raised (Not mentioned on the Sticker, but write)
-
When a defect is rectified, the Certifying Staff shall remove the inoperative placard before the next flight.
127. Airworthiness Directive incorporation into maintenance? (MOE 2.11)
-
The ultimate responsibility for full AD compliance →The CAMO (Tech Services).
-
The operator shall issue technical documents to implement ADs and make maintenance staff aware of ADs
applicable to their aircraft which will be followed by SriLankan AMO.
-
Technical Library → Monitor the EASA and FAA websites for new or revised ADs related to the SriLankan AMO
scope of work and distribute them → To the Technical Services section.
- Technical Services section → Shall review and assess and inform the actions to take → To the SriLankan AMO.
Base Maintenance
➢ Before beginning check →the Production Planning Engineer shall request a compliance letter from the
operator’s CAMO stating that all the applicable ADs for that aircraft have been accomplished up to date and NO
ADs are overdue for the duration of the maintenance check.
➢ Prior to completion of the maintenance check, the Production Planning Engineer shall check for any new ADs
issued during the period of the maintenance check from the EASA AD website or Technical Library.
➢ If any new ADs have been issued, the Production Planning Engineer shall contact the operator’s CAMO for
advice on applicability to their aircraft and operator’s CAMO shall provide applicability / accomplishment
requirement to SriLankan AMO.
128. Function of Engineering planning and Production Planning?
1. Tech Services >>
-
Technical Services shall be responsible to initiate necessary work instructions to be accomplished on the
aircraft
Initiate and update AMP(Aircraft Maintenance Program) into the ERP (AURA) system as per the current
revisions of MPD (Maintenance Planning Document) so Engineering planning can compile work package
Initiate SWCs, EOs, EI (Engineering Instructions) by reviewing latest ADs, SBs, VSBs, AOTs, etc, and send
to Engineering Planning
2. Engineering Planning >>
- Compile Work Scope, Man power plan, Aircraft Ground time coordination, etc as per the AMP
- Make sure Mod-Kits, Rotable Components and Spares are available
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Engineering Planning section shall ensure all maintenance are carried out at their schedule intervals &
records are completed before they are handed over to Technical Records Section for retention
Everything Should go through Engineering Planning >> To Production Planning >> Maintenance
3. Production Planning >>
- Prepare Work Pack (Print Documents and divide into trades)
- Ensure all Tools, Materials, Spares and Equipments are available
- Production Planning is part AMO
129. “MPD” → “Task Card” Flow?
o
o
o
o
o
o
o
MPD – Maintenance Planning Document >> Approved by Manufacturer’s NAA
AMP/OMP – Aircraft Maintenance Program/Operator Maint. Program>> Approved by Operator’s NAA
Compilation of AMP + Component Change tasks with revised MPD and updated SBs, ADs, etc and entering those
items into ERP system & prepare Approved Maintenance Schedule (AMS) with only Scheduled Maintenance
Tasks → Done by Tech Services
AMP/AMS items will show on the system with their time limits so the selection of tasks depending on the expiry
times and arrange them into work package for a particular Check →Done by Engineering planning
Engineering Planning (work Package) → To Production Planning
Production Planning will Print out the JICs and task cards and arrange them and send to → Maintenance
Requirements of the scheduled Aircraft Maintenance Program (AMS) shall be originated by Technical Services in
the form of Task Cards & Component Change Sheets and shall be issued by Engineering Planning Section as
required.
ALS (Airworthiness Limitation Section) – By Airbus to support generation of MPD. 6 parts
-
ALS Part 1 – Safe Life (SL)
✓ Items having a safe life period & should be replaced by the end of that time to avoid
catastrophic failure
✓ A SL ALI has a mandatory replacement time
-
ALS Part 2 – Damage Tolerant (DT)
✓ Failsafe
✓ Mainly structural components where failure is compensated by a secondary component
-
ALS Part 3 – Certification Maintenance Requirement (CMR)
✓ System related periodic tasks
✓ Established during type certification of aircraft as an operating limitation on type certificate.
✓ 2 types (CMR* & CMR**)
✓ CMR* - Task or interval cannot be altered without prior approval of Manufacturer NAA
✓ CMR** - Task or interval cannot be altered without prior approval of Operators NAA
-
ALS Part 4 – System Equipment Maintenance Requirements (SEMR)
✓ Aging system maintenance
✓ Maintenance done on systems & components to stabilize their failure rate (failure preventive)
-
ALS Part 5 – Fuel Airworthiness Limitation (FAL)
✓ Fuel tank ignition prevention & flammability reduction
✓ Also provides CDCCL
-
ALS Part 6 – Aircraft Information system security
✓ Safety issues with regards to Nav, Comm, Collision avoidance
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✓ Security of cockpit & cabin
Development of MPD – using MSG 2 & MSG 3
-
MSG 2
✓ Process Oriented Approach
✓ Bottom-Up Approach
✓ Starts at the unit level. Each unit analyzed & assigned to primary maintenance processes
▪ Hard Time (HT) – Components replaced after a given time. For components having
Direct Adverse Effect on safety & components with hidden functions
▪ On-Condition (OC) – Components inspected at specific intervals to determine condition.
Replaced when unacceptable
▪ Condition monitored (CM) – Components that are fit until fail. Components that do not
affect safety.
-
MSG 3
✓ Task Oriented Approach
✓ Top-Down Approach
✓ Identify Suitable Schedule Maintenance tasks to prevent failures & maintain system reliability.
▪ Airframe system tasks – Lubrication, Servicing, Inspection, Functional checks,
Operational checks, Visual checks
▪ Structural Item tasks – Items carrying Ground, Flight or pressure loads. GVI, DET, SDI
inspections included
▪ Zonal Inspection tasks – All system components installation within a particular zones are
inspected
130. How do you know the applicable revision of maintenance data for particular check?
-
Engineering Planning will compile the Work package conform to the Latest Revision → Production Planning will
prepare the work cards with JICs for the applicable revision → they will show it on the Notice Board.
131. What are the documents used in maintenance?
SWC (Special Work Card)
-
-
SWC is issued to carry out non-routine tasks on A/C or its components to rectify defects, troubleshoot,
functional / operational checks, carry out minor repairs, removal and installation of components, data gathering
etc
This work shall be accomplished generally, but not restricted to, once only or limited repeat intervals. Any
repeat of more than four times extending over one year may be called up by a revision to the AMP.
SWC may be used to implement tasks until they are included in the AMP.
Raised By Tech Services → To Engineering Planning (Review Spares, Ground Time slot, etc) → Production
Planning (Preparation of card) → Maintenance (Execution)
Specific accomplishment times – “Immediate” – within 36 hours (Can’t differ. Need to get a EQRF response)
-“Stay Over (S/O)” – within 8 days
- “Minor” – 3 weeks
- “A or C” – Next scheduled A or C check
o Nav Data base Upload → Comes in a SWC (since it repeats in every 28 days)
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Engineering Orders (EO)
Technical Services shall issue engineering Order (EO) for the purpose of
- Modifications (MAF)
- Special Inspections (SI)
- Structural Repair Definitions (SRD)
- Special Maintenance Instructions (SMI)
1) Modification Actions (MA) –
o Aircrafts / Engines / associated systems and component Modifications
o Modification action classes – Mandatory, Non-mandatory, Attrition (Modification arising as a result of
inspection)
o Modifications arising from SBs, AOTs, Vendor Service Bulletins (VSB), Airworthiness Directives, etc
▪ Mandatory documents – BLUE paper
▪ Non-Mandatory & Attrition documents – WHITE paper
2) Special Inspections (SI) –
o Inspections arising from SBs, Alert Operator Transmissions (AOT), Vendor Service Bulletins (VSB),
Airworthiness Directives etc
▪ Mandatory SIs – PINK
▪ Non-Mandatory SIs – YELLOW
3) Structural Repair Definition(SRD) –
o Major Structural Repair requirements, typically outside the structural repair manual(SRM)
▪ WHITE Paper
4) Special Maintenance Instructions (SMI) –
o Special maintenance arising due to complex defects / complex trouble shooting etc,
o Typically outside Aircraft Maintenance Manuals (AMM) / Trouble Shooting Manual (TSM) limits.
o Any Other special maintenance requirements that could NOT be covered by a Special Work Card (SWC)
▪ WHITE Paper
Raised by Tech Services→To Engineering Planning (Review Spares, Ground Time slot, etc) → Production Planning
(Preparation of card) → Maintenance (Execution)
CFD (Carried Forward Defect)
-
CFDs refer to carried forward defects which are not listed as a MEL item/s and that could be done during a
future maintenance input and has no bearing/impact on the airworthiness aspect of the aircraft.
CFD requests are raised by Maintenance → Production Planning → Engineering Planning
Engineering Planning will review CFDs and ensure that the necessary materials/components will be available for
rectification work at the scheduled maintenance input.
Engineering Instruction (EI)
- Engineering Instruction (EI) are issued by Technical Services for workshop activity
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Line Checklists
-
Technical Services shall originate, prepare and amend the Transit/Daily/Weekly checklists, Loose/Emergency
equipment checklists and ETOPS checklists → Send to Engineering Planning
Engineering Planning who shall in turn issue the same as per scheduled interval requirements → for Srilankan
AMO
132. What is the differentiation between a CFD and ADD? (EPM Vol 1 : 01-01-18)
CFD Raised when the aircraft is to be released with an acceptable defect which has no impact on safety, performance or
operational impact. CFDs May include Repeat inspections, in such case there are 2 scenarios;
1. Inspection frequency less than Scheduled Maintenance (Less than Weekly check) >> Defect should be
entered and remained in the ADD log until terminating action (ADD only)
2. Inspection frequency equal or more than scheduled maintenance >> Defect recorded on CFD and handed
over to the Engineering planning (CFD only)
133. What kind of defects should you defer in ADD?
-
All MEL/CDL Deferrals
Defects → With Safety, Operational and Performance impact
Deferrals with inspection cycle → Less than 8 days (weekly check)
Any abnormality which can be seen to the crew in the cockpit or during walk around (Missing Placard, etc)
134. What is CDCCL?
1. CDCCLs include reference to any information necessary to maintain those design features that have been defined in
the Type Design as needed to prevent development of an unsafe condition. (Ex; Elevator Weight)
2. CDCCL is to provide instructions to retain the critical ignition source prevention or critical flammability reduction
system design feature during configuration change that may be caused by alterations, repairs, or maintenance
actions. (Ex: Air Gap between Fuel Quantity Indicator (FQI) probe and tank structure, Fuel tank Bonding, etc)
(Design Integrity should be maintained to ensure No Unsafe conditions are developed as defined in the Type Design) –
Not ONLY in Fuel Tanks!!
CDCCL → Critical Design Configuration Control Limitation
135. How to identify CDCCL tasks?
1. Identified in AMMs in Red at the beginning of the Task & just Prior to the SubTask.
2. The control (Tally) sheets in the work packages
3. On the Task Card
136. What are Fuel ALI Tasks? (ALS Part 5)
-
It includes maintenance tasks to prevent any degradation of fuel tank and inerting system, which could lead to
an unacceptable risk.
Fuel Airworthiness Limitations Items (Fuel ALI) are related to the fuel tank ignition prevention and fuel tank
flammability reduction.
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(Ex:Detailed Inspection of vapourseal,etc)
137. What is a CMR task? (ALS Part 3)
CMRs (Certification Maintenance Requirement) are System related periodic tasks (with intervals expressed in aircraft
usage parameter) established during the Aircraft Type Certification.
2 Types:
ONE STAR CMR (*)
- Mandatory tasks and cannot be changed or deleted without the concurrence of EASA.
- One Star CMR task intervals quoted in ALS Part 3 are absolute limitations and cannot be escalated without the
concurrence of the Primary Certification Authority.
TWO STAR CMR (**)
- Mandatory tasks and cannot be changed or deleted without the concurrence EASA
However,
- Two Star CMR task intervals may be adjusted in accordance with an Operator’s approved escalation practices or
an approved reliability program.
138. How to identify Fuel ALI/CMR/CPCP/ETOPS tasks?
1. Task Card (source)
2. Tally sheet
139. Task Card Colour code? (EPM Vol 1: 01-01-05)
Standard/ALI/CPCP – White
CMR*/CMR** - Pink
ETOPS – Blue
Component Change – Yellow
Engineering Order (EO) – Green (First Page-always)
Inside
- Pink → Mandatory SI
- Yellow → Non-Mandatory SI
- Blue → Mandatory Modification
- White → Non Mandatory Modification or SRD or SMI
140. Tech Log/ Journey Log Copies Distribution and Color code?
-
White → Remain in the Aircraft
-
Blue → Main Base Copy
-
Yellow → MCC Copy
-
Pink→ Station Copy
141. Manual NRC Color Code?
-
Blue → Airframe
-
Yellow → Power plant
-
Green → Avionics
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Pink → Cabin
-
White → Structures/Composite/Paint
142. What is a continuation worksheet? (EPM Vol 2 – 02-02-08)
-
Generated by Aircraft/cabin/workshop/NDT Certifying Staff
-
To record details of scheduled/unscheduled maintenance or defects found on aircraft or aircraft component.
(NRC – only on Aircraft Maintenance)
-
Can be used in Line/Base or in Workshop (NRC- Only Line and Base)
-
To record lengthy maintenance tasks.
-
Certifying staff sign and stamp >> CRS
-
Upto 3defects per CWS (NRC – Only one defect)
➢ Ex: When a part being robbed from a spare engine in workshop >> Raise CWS,
-
Original – White
Copy – Blue
143. What is the repeat cycle for Aircraft weighing?
-
Aircraft shall be weighed when all manufacturing processes have been completed by the manufacturer
Aircraft shall be re-weighed at intervals not exceeding four years for individual airplane masses and nine years
for fleet masses.
Responsibility → Tech Services
144. Who can file a delay report and How?
-
Delay reports shall be entered into the LINEMAX system by SriLankan Airlines Line, Base and/or Cabin
Maintenance support/certifying staff or line station certifying staff if there is a delay.
In case of non-availability of the system at external line stations, MCC may enter delay reports into the system
on their behalf
145. What is SMI CRS? Who issue and when?
-
This is the Certificate of Maintenance
The original (top copy) of the latest issue of the Maintenance Statement is to be kept in the aircraft onboard
certificate file and the copy is to be forwarded to the Technical Records department for filing.
Maintenance Statement and Scheduled Maintenance Inspection Certificate of Release to Service Form (SMI CRS)
→ for CAASL
This shall be completed following Scheduled Maintenance Inspections → by category C engineer.
The purpose of the form is to;
o Record and document the ‘Certificate of Release to Service’ for the last Scheduled Maintenance
Inspection carried out.
o Advise the Pilots and the Maintenance Personnel of the next Scheduled Maintenance Inspection and its
limitation times (Airframe hours, Date etc)
o Ensuring that all maintenance tasks specified in the contract or work order have been completed and
certified
o Details of any Out Of Phase tasks and component changes due prior to the next scheduled maintenance
146. When a QM is working under you, what should you be aware of?
- the scope (tasks and aircraft/engines capability) of the QM varies with individual to individual)
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147. What is “Sign Off” and “Check By”?
- “sign-off” → means a statement by the authorized staff performing or supervising the work, that the task or
group of tasks has been correctly performed.
- “checked” → means to ensure that all relevant tasks or inspections have been carried out to the required
standard by appropriately authorized staff
148. Who are the Authorized Staff in UL AMO?
•
•
•
•
•
•
Qualifying Mechanics (Airframe & Engines, Avionics, Cabin Maintenance, Paint, Structures and Composite)
Qualifying Inspectors (Structure, Paint and Composite)
NDT Certifying Staff (for NDT tasks only)
Category A, B1 or B2 certifying staff (Line Maintenance only)
Category B1 or B2 Support Staff (Base Maintenance only)
Category C certifying Staff (Base Maintenance)
149. Can you certify work at line maintenance as a base maintenance support staff or vice versa?
- NO. (There is a QN for this)
- Line B1 or B2 certifying staff → Allowed to issue CRS for the whole aircraft even after scheduled packaged
carried out @ line maintenance
- Base B1 or B2 Support Staff → Allowed to sign off + Check individual tasks carried out @ base maintenance
- Base Support Staff →Can NOT issue a CRS for the Aircraft at Line, Unless Your Authorization clearly mention
your scope
- Line Certifying Staff → Can NOT practise privileges at base maintenance
- If your scope endorsed as → “Line Maintenance Certifying Staff + Base Maintenance Support Staff” then you can
issue CRS for the whole aircraft following line maintenance + issue CRS for individual tasks at Base maintenance
- Strictly follow your scope.
➢ If you are Support Staff then you need to be at Line Maintenance for 2 weeks under observation then
apply newly for the Certifying staff authorization from Quality
➢ This condition is same for the Line certifying staff who wish to work as base support staff
1. Base Maintenance – Single Release system, where the individual tasks are given CRSs by the support
staff and finally at the end of the check CAT C certifying staff will check for the completion of all task
cards and give a single release back to service. Base Scope – ‘A’ Check to Multiple ‘C’ Check
2. Line Maintenance – Multiple Release System, where the B1 CS will give CRSs to B1 tasks, B2 CS will give
CRSs to B2 related tasks and Cabin Interior and avionics will be given by appropriate CS, taking
responsibility for each and every task while the B1 CS will check for the completion and sign on the end
of the check list and on the journey log. Line Scope – Transit check up to ‘A’ Check
150. What is ADOM (MMEL Dispensation)?
-
The Approved Deviation to Operational Suitability Data - Master Minimum Equipment List (ADOM)
This is a technical instruction by AIRBUS for a temporary dispatch deviation beyond those permitted in all
approved Airbus MMELs.
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The ADOM is issued on operator request and approved under the authority of EASA Design Organization
Approval (Certificate EASA.21J.031)
Need CAASL final Approval
151. What is a Statement of Technical Concurrence (STC)?
-
-
A Statement of Technical Concurrence (STC) is issued by AIRBUS to respond to an Operator requesting to
operate the aircraft with a deviation to Flight Operations documentation (except deviation to MMEL covered by
ADOM).
A STC specifies the conditions under which the aircraft might be operated, based on the content of the request.
It is issued on a case by case basis and is time limited.
Need CAASL final Approval
152. What are the Manual Classifications?
➢ Customized Manual :
Contains information only applicable to a particular airline for a particular aircraft
AMM, TSM, ASM, AWL, AWM
➢ Non- Customized Manuals (2 Types)
1. Envelope Manual
Contain information applicable to all airlines for one aircraft type
SRM
2. Generic Manual
A manual is called GENERIC when its content is applicable to all airlines of all aircraft types
ESPM, SM, CML, TEM
153. Some of AMTOSS Functional Codes?
-
-
000 REMOVAL
100 CLEANING
200 INSPECTION/CHECK
400 INSTALLATION T, ST
600 SERVICING/PRESERVING/LUBRICATION
700 TESTING
o 710 OPERATIONAL TEST
o 720 FUNCTIONAL TEST
o 730 SYSTEM TEST
o 740 BITE TEST
o 790 LEAK TEST
800-900 MISCELLANEOUS
154. What are the Sections of a TSM procedure?
Possible Causes
o This lists all the suspect items which are replaced or checked during the procedure. Not for "shot-gun"
trouble shooting, it is not recommended.
Job Set-up Information
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This lists any tools, equipment and procedures required to be carried out before commencing the fault
isolation.
Fault Confirmation
o Test procedure needed to confirm that the fault is genuine. This is to avoid unjustified LRU removals.
Fault Isolation Procedure
o To isolate and correct the related fault symptom.
o If no specific instructions are given for the wiring check, the check must include a continuity test
(ESPM 20-52-21) and a test for short circuit (ESPM 20-52-22).
Close-up
o To return the A/C to its initial configuration
155. What are Class 1, 2, 3 Failures? Where is it mentioned?
- Mentioned in TSM Introduction
Class 1 failures
- The most serious ones and require an immediate maintenance action subject to the Minimum
Equipment List (MEL).
- Have an operational consequence on the flight.
- You can display the class 1 failures on the MCDU:
➢ in the LAST (or CURRENT) LEG REPORT
➢ in the LAST (or CURRENT) LEG ECAM REPORT
-
These faults are also indicated to the crew in flight
Refer to the Minimum Equipment List (MEL):
"GO", "GO IF" or "NO GO".
Class 2 failures
- May have consequences if a second failure occurs.
- Must be repaired within 10 days.
- Have no immediate operational consequence and can be displayed on the ECAM STATUS page, under
the MAINTENANCE title.
- Displayed to crew On ground After Engine Shutdown.
- You can display the class 2 failures on the MCDU:
➢ In the LAST (or CURRENT) LEG REPORT.
➢ In the LAST (or CURRENT) LEG ECAM REPORT.
- Refer to the MEL: "GO" without condition.
Class 3 failures
- Can be left uncorrected until the next scheduled maintenance check (A check).
- Class 3 failures have no operational consequence.
- Do not refer to the MEL.
156. Can you refer CMM while carrying out On-Aircraft Maintenance?
-
Where the AMM makes a cross-reference to a CMM, the cross-referenced information is related to off-aircraft
maintenance and is not part of the Instructions for Continued Airworthiness
-
However, in a very small number of cases, AMM tasks may refer to a CMM for on-wing aircraft maintenance. In
these cases, the CMM is part of the Instructions for Continued Airworthiness (ICA).
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157. What is a FIN?
-
-
The equipment on the A/C is identified by a unique identifier called a Functional Item Number (FIN).
The FIN sequence number serves to differentiate between mechanical and electrical equipment.
o Sequence numbers below 5000 >> Electrical FINs
o Sequence numbers above 5000 >> Mechanical FINs
o The circuit letter M is reserved for mechanical FINs.
▪ Example: 2381HM (mechanical FIN has "M" as second letter).
The equipment added in the aircraft by the customer shall be numbered from 9000 to 9999.
158. Explain PFR?
-
The PFR is the sum of the LAST LEG REPORT and of the LAST LEG ECAM REPORT.
-
The PFR can only be printed on ground.
-
The list of ECAM WARNING MESSAGES and FAULT MESSAGES with the associated time, flight phase and
ATA reference allow the maintenance crew to make a correlation for easier trouble-shooting.
•
•
•
•
Aircraft Identification (A/C ID) >> FDIMU
CITY PAIR & Flight Num (FLTN) >> FAC
DATE/GMT >> Clock
FLIGHT PHASE >> FWC
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159. PFR Start and END times?
Beginning of PFR recording:
a. If flight number inserted prior to first engine start, first engine started + 3 minutes.
b. If not, aircraft speed > 80 knots.
End of PFR recording:
c. Aircraft speed < 80 knots + 30 seconds.
160. Trouble Shooting of Faults Reported on the PFR?
3 Faults recorded on PFR
1) ECAM warnings
2) ECAM STS (Status) Maintenance messages
3) CFDS fault messages
➢ Correlate the ECAM warning or ECAM STS message with the CFDS fault message on the PFR to obtain the fault
symptom and the ATA chapter reference.
➢ A time difference of 1-3 minutes between the fault message and the warning message may occur due to CFDIU
internal behavior.
➢ Use the Trouble Shooting function to retrieve the fault symptom, correlate the CFDS message and retrieve the
associated fault isolation procedure.
161. PFR Co-relation Principle?
- Correlation is based on the GMT and the ATA chapter of the received fault messages
- If a fault appears and disappears several times during the same flight leg, the corresponding fault message is
transmitted only at the first detection (Only the fault message related to the first occurrence of the DAR fault is
recorded (GMT = 1000).
-
-
The figure (3) displayed after the Maintenance Status "DAR" means that this Maintenance Status was sent 3
consecutive times to the CFDIU for PFR recording. In order to prevent the recording of 3 "DAR" messages, the
"occurence counter" has been activated
But as a warning "CAB PR SYS 2 FAULT" has been recorded (GMT = 1030), followed by a new "DAR" Maintenance
Status (GMT=1045), then in this case the "occurence counter" is reset.
If the warning "CAB PR SYS 2 FAULT" would have not been recorded, the "DAR" message would have been
recorded at GMT=1000 with a counter set to 4.
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162. PFR Flight Phases?
-
02 : Engine start + 3 mn up to TO Power
03 : TO Power up to 80 kts
04 : 80 kts up to lift off
05 : Climb
06 : Cruise
07 : Descent
08 : Touch down up to 80 kts
09 : 80 kts up to last engine shut down
163. What are the Types of Inspections?
-
Mentioned in AMM Introduction
-
There are three types of Inspections:
1) a Detailed Inspection (DI):
o An intensive examination of a specific item, installation or assembly to detect damage, failure or
irregularity.
o Direct source of good lighting. Inspection aids such as mirrors, magnifying lenses etc may be necessary.
o Surface cleaning and elaborate access procedures may be required.
2) General Visual Inspection (GVI):
o A visual examination of an interior or exterior area, installation or assembly to detect obvious damage,
failure or irregularity.
o This level of inspection is made from within touching distance unless otherwise specified.
o A mirror may be necessary to ensure visual access to all surfaces in the inspection area.
o This level of inspection is made under normally available lighting conditions such as daylight, hangar
lighting, flashlight or drop-light
o May require removal or opening of access panels or doors. Stands, ladders or platforms may be required
to gain proximity to the area being checked.
3) Special Detailed Inspection (SDI) -->> NDT:
o An intensive examination of a specific item, installation, or assembly to detect damage, failure or
irregularity.
o The examination is likely to make extensive use of specialized Inspection Techniques and/or equipment
(NDT).
o Intricate cleaning and substantial access or disassembly procedure may be required.
164. What is the Swapping policy as per the TSM?
Swapping for trouble shooting purpose
a) When a reported fault is not confirmed on the ground (all tests given in the fault confirmation paragraph are done
and the results are correct), it is possible to swap identical LRUs installed on the same A/C for subsequent flights for
data analysis and decrease the NFF rate.
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b) When a fault is confirmed on the ground, it is not allowed to swap LRUs as a trouble shooting step unless the TSM
tells you to do so.
Swapping for aircraft dispatch purpose
Suspected LRU (e.g. LRU x) is a NO GO as per MEL in its original position X (e.g. X=1) but less penalizing in another
position Y (e.g. Y=2).
At that stage, the mechanics are allowed to remove the faulty LRU X and swap it with the same P/N LRU Y if and only if:
-
the subject LRU is confirmed faulty by the applicable TSM fault isolation
-
the specific TSM procedure does not forbid swapping
-
no spare is available
LRU X and Y are installed on the same A/C
165. AMM Page Block Assignment?
-
Description and Operation (D/O) → Page Block 001
-
Maintenance Practices →(Page Block 02)
-
Servicing → (Page Block 03)
-
Removal/Installation and Deactivation/Reactivation → (Page Block 04)
-
Adjustment/Test (A/T) → Page Block 05
-
Inspection/Check (I/C) → Page Block 06
-
Cleaning/Painting (C/P) → Page Block 07
-
Approved Repairs (A/R) → Page Block 08
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Differences/Revisions/Important info between EASA and CAASL MOE’s
EASA Issue 04 Rev 09/ CAASL Issue 00 Rev 07
•
•
•
•
Both EASA & CAASL MOE 1.1 (Corporate commitment by Accountable Manager) signed by both SMAM & CEO –
Arjuna Kapugeekiyana & Richard Nuttal
CAASL MOE 1.2 (Engineering safety & quality policy) has included SMSM (Safety Management System Manual)
Accountable Manager responsible to CEO updated on CAASL MOE 1.4
QM responsible for conducting assessments granting component capability for addition and issuance of
individual authorizations for CS and SS updated on EASA MOE 1.4
MOE 1.5 Management O’ chart - MSSM (Maintenance Support Service Manager) – Position removed in EASA
MOE
List of CS & SS reviewed & approved by QM updated in EASA MOE 1.6
MOE 1.7 – Manpower resources EASA – 866 (2019) / CAASL – 978 (2021)
MOE 1.8 – Facilities EASA – Only CMB & Male Approved / CAASL – CMB, Mattala, Male, Chennai
•
MOE 1.9 – Scope of Work (EASA)
•
•
•
•
CFM 56
A318/A319/A320/A321
IAE V2500
A319/A320/A321
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T/S, Defect
Rectification &
Scheduled /
Base
Line
Male
Up to & including
7500FH/ 5000FC/
24MO & 6 years
Up to & including
58000FH/ 26500FC
& 12 years
Up to & including
750FH/ 750FC/ 4MO
Up to & including
W/C (8 Days)
OOP (Out of Phase)
tasks up to & not
Up to & including
W/C (8 Days)
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Unscheduled
Maintenance Tasks
CFM LEAP 1A
A319/A320/A321
Up to & including
7500FH/ 5000FC/
24MO
144MO, 26400FC/
68000FH, 8C & 12
years
RR TRENT 700
A330
GE CF6
A330
CFM 56
A340
GE 90
B777 – 200/300
including 7500FH/
5000FC/ 24MO
T/S, Defect
Rectification &
Scheduled /
Unscheduled
Maintenance Tasks
up to & including
RR RB211 TRENT
800
B777 – 200/300
X
X
A Check (800FH)
W/C (8Days)
X
D/C (24Hrs elapsed
but not exceed
36Hrs)
D/C (24Hrs elapsed
but not exceed
36Hrs)
X
A Check (800FH)
W/C (7Days)
X
72 Hour Maint.
Tasks
72 Hour Maint.
Tasks
X
72 Hour Maint.
Tasks
72 Hour Maint.
Tasks
CAASL
Base
7500FH/
5000FC/ 24MO
& 6/12 years
Maint. tasks
7500FH/
5000FC/ 24MO
& 6/12 years
Maint. tasks
7500FH/
5000FC/ 24MO
& 6/12 years
Maint. tasks
CFM 56
A319/A320/A321
IAE V2500
A319/A320/A321
CFM LEAP 1A
A320N/A321N
IAE PW1100G
X
RR TRENT 700
GE CF6
A330
CFM 56
Male
W/C (8Days)
Mattala
W/C (8Days)
Chennai
W/C (8Days)
750FH/ 750FC/
4MO
W/C (8Days)
W/C (8Days)
W/C (8Days)
750FH/ 750FC/
4MO
W/C (8Days)
W/C (8Days)
W/C (8Days)
D/C
D/C
X
X
X
X
X
W/C (8Days)
W/C (8Days)
W/C (8Days)
X
X
X
W/C (7Days)
W/C (7Days)
W/C (7Days)
X
A320N/A321N
CFM 56
B737
A330
Line
750FH/ 750FC/
4MO
T/S, Defect
Rectification &
Scheduled /
Unscheduled
Maintenance
Tasks up to &
including
A340
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42MO/
20000FH &
4C(6yrs)/
8C(12yrs)
Maint.
72MO/
80000FH
42MO/
20000FH &
4C(6yrs)/
D/C (24Hrs
elapsed but not
exceed 36Hrs)
A Check
(800FH)
D/C (24Hrs
elapsed but not
exceed 36Hrs)
A Check
(800FH)
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8C(12yrs)
Maint.
RR TRENT 500
A340
RR TRENT
XWB
D/C (24Hrs
elapsed but not
exceed 36Hrs)
D/C (24Hrs
elapsed but not
exceed 36Hrs)
X
X
X
D/C (24Hrs
elapsed but not
exceed 36Hrs)
X
X
X
72 Hour Maint.
Tasks
72 Hour Maint.
Tasks
X
X
X
72 Hour Maint.
Tasks
72 Hour Maint.
Tasks
X
X
W/C
W/C
X
X
X
X
X
X
A350
GE 90
B777 – 200/300
RR RB211
TRENT 800
B777 – 200/300
TRENT 1000
B787
GEnx
B787
•
•
X
D/C
X
D/C
MOE 1.9 – Engine & APU Maintenance. EASA – Not Approved.
CAASL – Approved.
MOE 1.9 – Component Maintenance. EASA – C1 – C18 (C1, C3, C5, C6, C8, C9, C14, C15, C18)
CAASL – C1 – C20 (C1, C2, C3, C4, C5, C6, C7, C8, C9, C12, C13, C14, C15,
C18, C19, C20)
•
MOE 2.0 – “2.29 - Airworthiness review procedures & records for ELA1 Aircrafts not involved in commercial
operations” new content included into EASA (Rev)
•
MOE 2.1 – Materials, Standard Parts & Aircraft Components suppliers amended in EASA (possible sources added,
Part 145 org, Part 21 Subpart G, Operators, Distributors, Brokers, Aircraft Owners, Part M Subpart F) Types of
Suppliers – OEM, Authorized OEM Distributers, Non-OEM (Rev)
MOE 2.1.3 – Monitoring Contracted Organizations amended in EASA MOE. (OEM approved EASA 145 Maint.
org, Non-OEM approved EASA 145 Maint. Org) (Info)
MOE 2.1.4 – Monitoring Sub-Contracted Organizations amended in EASA MOE. Initial on-site audit to be
performed by QA to grant approval & repeated yearly (Info)
•
•
•
•
MOE 2.2 – Acceptance / Inspection of components & materials from outside contractors. (Serviceable/
Unserviceable/ Standard parts/ Raw & consumables/ Unsalvageable) described in Q’s. (Info) Diff. in New & Used
parts important
MOE 2.2.2.3 – PMA Parts - Only for FAA Form 8130-3 issued parts after 15th July 2007
o For non-critical components - “This PMA part is not a critical component”
o Designed under licensing agreement from TC or STC according to FAA – “Produced under licensing
agreement from the holder of (TC or STC Number)
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If PMA holder is also the holder of EASA STC design approval – “Produced by the holder of the EASA STC
Number (EASA full STC Number)
MOE 2.2.2 – Items receiving Inspection, quarantine procedure amended in CAASL MOE. Things to be inspected
amended as per EASA MOE (Rev)
o
•
•
MOE 2.3.2 – Tagging/labelling of unsalvageable components. Parts which have reached mandatory life
limitations are also added to above topic as per EASA MOE. Not in CAASL MOE yet. (Info)
•
MOE 2.4 – Acceptance of Tools & Equipment. (Info)
o New – CoC + Calibration Certificate
o Inspected/ Serviced – Identification of tool service provider + Repair c/out & replaced parts + Proof of
servicing with content and required frequency
o Calibrated – Calibration Certificate + Ident of Lab + Standard used + Test results + Specific method used
o Alternative tools – Certificate of Equivalency
o Loan tools – Calibration due date + Service/test certificate + CoC + User manual + Serviceable label
MOE 2.4.2 – Internal Tools Identification (Info)
o On condition – Tools requiring visual inspection prior to use
o Calibration – Tools requiring visual inspection prior to use and calibration at frequencies applicable
o External service required – Tools requiring visual inspection prior to use and servicing by authorized
service provider at established intervals
o Internal service required – Tools requiring visual inspection prior to use and servicing by end user at
established intervals
•
•
•
MOE 2.5 – Calibration of tools & equipment (Info)
o Tools requiring external servicing – Given on Tools & Equipment Servicing Database
o Tools requiring Calibration – Given on Tools & Equipment Calibration Database (Calibration interval
defined as per “Calibration frequency List” prepared by Tool management section & approved by
Manager Training & Standards)
MOE 2.5.4 – If work c/out by a tool out of calibration
o All work done using that tool has to be redone
o Occurrence report raised by Stores supervisor
o Occurrence report forwarded to QM soon
•
MOE 2.6.6.2 – Alternative tool validation process revised in EASA & CAASL MOE’s. “Alternative tooling
equivalence statement” to be kept for 3 years after withdrawing the tool from maintenance. (Rev)
•
MOE 2.8 – Maintenance Instructions inserting/ updating. – Tech library officer/ supervisor shall check
maintenance data related emails daily and do the D-Pub update within 5 working days (Info)
MOE 2.8.1 – Service Instruction (AD, AOT, SB, VSB, TA) to be updated via D-Pub & Paper copy both/ Service
information (OIT, SIL, ISI, WISE, FOT, TFU) updated only in D-Pub./ AD’s to be downloaded daily from EASA AD
website and uploaded to MIS (Maintenance Info. System). Notification E-mail sent to all Authorization holders,
sectional in-charge & managers. (Info)
MOE 2.8.2 _ Maintenance Instructions issued by Srilankan AMO. Revised to include in-house developed
Alternate tool induction to service. TN, QN, SN, IOM are used to provide internal information to related
employee categories respectively. (Rev)
•
•
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MOE 2.11 – AD Procedure – Tech Library shall monitor EASA & FAA websites for any AD updates & should
update the ERP system accordingly. (Info)
•
MOE 2.12 – Optional Modification Procedure – Any modification shall be approved by relevant airworthiness
authorities (Info)
o SB – Urgent/Alert – To communicate urgent matters requiring immediate attention for compliance
o SL – Communicate less significant changes to design or recommended maint. program (Info)
•
MOE 2.13 – Maint. Documentation in use & its’ completion (Info)
o Maint. Task Card - generated – prod. Planning accordance with customer work scope
-Airbus JIC or EO Call Up Form attached
o EO Call Up Form – generated – prod. Planning on request from customer.
-Originating document – Modification, AD, SB, SI or any other non-routine task
- Maint. Task Card attached as cover page
o Non-routine work cards (NRCs) – generated – QM, QI, Cat.A, B1 & B2 C/S
-One defect permitted per NRC
o Transit Label – To dispatch A/C components to workshops & back to same A/C at same maint. i/p
-Transit label (“A”,”C”,”D” ratings)
•
MOE 2.14 – Tech Records Control – Storing Maint. Records (3 years retention) (Rev)
- EASA – Cat. A – Tech Records
- Cat. C with Form 1 – Stores inspector record retention area
- Cat. C with Transit Label – Tech Records
- Cat. D with Form 1 – Stores inspector record retention area
- Cat. D with Transit Label – Tech Records
Hard + Electronic
copy
Hard Copy
- CAASL – Cat. A – Tech Records or Line Maintenance
- Cat. C with Form 1 – Stores inspector record retention area.
Hard + Electronic
- Cat. D – Depends on where specialized maintenance is called.
Copy
•
MOE 2.16 – CRS Procedure (Rev)
– CAASL
– Issuance of CAASL Form 1 for items removed serviceable approved by signing block 14b, stating
“inspected/tested” in block 11, block 12 specify details/work or release. If the component used by the same
organization, no need of CAASL Form 1. Only a serviceable Tag is enough.
- Swapping of components between Aircrafts & same aircraft is permitted if it is approved in TSM or in an
unavoidable situ to fly to base.
- Procedure to issue a CRS with CAASL Form 1 following maintenance on Engine/APU is permitted subjected to
post installation checks following on wing installation.
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- EASA
- Issue of CRS for components maintained by organizations not approved as per Part 145 granted.
•
MOE 2.16. Appendix A – Form 1 Completion (Info)
- Titles of all blocks same in EASA & CAASL Form 1
- Block 11 – Status/work – Overhauled
- Repaired
- Inspected/Tested
- Modified
- Block 12 – Remarks – Describe work identified in block 11
- Block 14a – “Part – 145.A.50 Release to Service” ticked or “Other regulations specified” both must be ticked
and other regulations to be identified
•
MOE 2.18 – Reporting Defects to Competent Authority/ Operator/ Manufacturer (Info)
- Safety Reporting Systems – Occurrence Reporting (Mandatory) to QM. Hazards flight safety.
- Engineering Safety Reporting (Voluntary/ Anonymous/ Confidential) to ESM.
Proactive process.
- Maintenance Error Reporting (Voluntary) to QM (MEDA Process & AQD used)
- There is a list of reportable occurrences prepared based on EASA 145.A.60 & AMC 20-8. Completed occurrence
reports must be forwarded to QA within 72Hrs. Occurrences related to performance of maintenance must be
investigated.
•
MOE 2.19 – Return of defective components to stores (Info)
- Serviceable components can be received from – Components removed from Aircraft in serviceable condition
- Serviceable components which were not used for maintenance
but demanded and collected from stores
- Components received from internal workshops
- If a component found defective at installation, Occurrence report to be raised & incident investigation label to
be attached.
•
MOE 2.22 – Control of Man-Hour plan (Rev)
-
•
Man hour plan shall be prepared on monthly basis by sectional manager & reviewed every 3 months
MOE 2.23 – Critical Maintenance Tasks and Error Capturing Methods (Info)
- Crit. M. Task is a maintenance task that involves assembly or any disturbance of a system or any part on an
aircraft, engine or propeller that, if an error occurred during it’s performance, could directly endanger flight
safety
- List of critical maintenance tasks found in (Form No :- ENG/QA/AP/066)
- Identifying Crit. Tasks – Work cards clearly marked (Independent inspection check box filled)
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(Scheduled tasks)
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- Appropriate tally sheet marked
-If not marked authorized person required to call and perform an independent inspection
- Identifying Crit. Tasks – Authorized person shall identify crit. Tasks referring the list & c/out independent.
(Unscheduled tasks) - If task not in the list, authorized person can decide & perform independent.
- Error capturing methods
o
Independent Inspection – First by an authorized person who performs the task & sign the CRS assumes
full responsibility for satisfactory completion of work before being subsequently inspected by a second
independent competent person (equally qualified) who attests to satisfactory completion of work
performed. Errors found during inspection, reported to QA via Maintenance error reporting form
o
Re-inspection – Only in unforeseen cases. Authorized person performing the task acts as the
Independent qualified person
- QMs not permitted to perform Crit. Maint. tasks or Independent Inspections on Crit. Maint. tasks. However if
Identical Maint. performed which require Independent Inspection, QM can perform first inspection of
Independent Inspection only on Identical tasks personally performed as per EASA (Info)
- During Major system maint, Independent Inspections to be made at each stage. Errors during independent
reported through “Maint. Error Reporting Form”
•
MOE 2.24 – Reference to specific maintenance procedures (Rev)
- Maintenance outside approved locations – AOG situations
- Occasional Line Maintenance
- Unserviceability conditions of A/C, updated in EASA
•
MOE 2.25 – Procedures to detect and rectify Maintenance Errors (Info)
- Identical Maintenance Task – Removal/Installation or Assembly/Disassembly of several components of same
type fitted to more than one system on same Aircraft or component during a particular maintenance check,
where a failure of which could have an impact on safety.
- Identifying Identical Tasks – Work cards clearly marked (Identical task marked)
(Scheduled Maintenance) - Appropriate tally sheet marked
- If not marked, authorized staff required to call & perform Independent Inspection
- Identifying Identical Tasks – Authorized staff shall recognize Identical Maintenance Tasks & ensure separate
(Unscheduled Maintenance) teams used to perform tasks.
- If task not in the list, authorized staff can decide & perform Independent.
•
MOE 2.27 – procedure for notification of maintenance data inaccuracies & ambiguities to TCH (Info)
- When maintenance personnel discover inaccurate, incomplete & wrong procedures, a Document Discrepancy /
Error Report Form should be raised. Corrected data will be notified to maintenance personnel via QN.
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- If a discrepancy noted during an ongoing maintenance task & cannot continue, an EQRF shall be raised through
production planning to Technical Services
•
MOE L2.1 – Line Maintenance control of Aircraft Components, Tools, Equipment (Rev)
- Acceptance of Components & Materials amended according to MOE 2.2
o Parts (Rotable/ Repairable) – Serviceable tag + Form 1
o Standard parts or materials – MMD stamped “EASA/CAASL” or “CAASL” or serviceable tag with release
document
- Components removed serviceable from Aircraft allowed as per CAASL (MOE 2.16) but not as per EASA
- Shelf life expiry items expiring in the following month to be checked & segregated at the end of each month
- Acceptance of Tools & Equipment amended according to MOE 2.4
o Equipment – Equipment maint. record
o Calibration required tools/equipment – Serviceable label
•
MOE L2.3 - Line Maintenance control of defects & repetitive defects (Rev)
- Defect rectification at local line station requiring CS/ Tools/ Spares newly added in CAASL. Must accommodate
within 4-5 hours.
•
•
•
MOE 3.1 – Quality Audit of Org. Procedures (Info)
-
All areas to be audited every 12 months
-
Normal working hour audits/ Out of hour audits/ Unannounced audits
-
Level 1 finding – Transmitted immediately
-
Level 2 finding – Transmitted within 3 working days
-
Records of all internal audits to be retained for 2 years
MOE 3.3 – Quality Audit Corrective Action Procedure (Rev)
-
Level 1 – Any significant non-compliance with part 145 requirements which lowers safety standard &
seriously hazard flight safety. Shall be notified to Accountable Manager & EASA & corrected before next
flight.
-
Level 2 – Any non-compliance with part 145 requirements which could lower safety standard & possibly
hazard flight safety
-
Level 1 – Max. 3 days to submit CAP & 1 month to implement CAP
-
Level 2 – Max. 1 month to submit CAP & 2 months to implement CAP
MOE 3.4 – C/S & S/S Qualification & Training Procedure (Rev)
-
Initial Training - HF as per Module 9 of EASA Appendix 1 to Annex III (Part 66)
-Aviation Legislation as per Module 10 of EASA Appendix 1 to Annex III (Part 66)
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- HF as per EASA GM1 to 145.A.30(e)
- FTS & CDCCL component handling
- EWIS
- Organization Procedures
-
Continuation Training – A320/A330/A340 Refresher
-HF
- Aviation Legislation
- FTS
- EWIS
- Org. Procedures
- ETOPS
EPM Important Points
•
Aircraft Ground pressurization Check (EPM 01-03-24)
o During T/S or MPD Task
o Personnel with no colds or nasal congestion should participate
o Strictly follow AMM
•
Operation of Flight Controls (EPM 01-03-25)
o Adequate warnings given and necessary safety precautions to follow
o Clear communication between ground and flight deck has to be there
•
CRS Procedure (EPM 01-30-29)
o Applicable C/S should issue the CRS
o ASN 94 of CAASL describes the procedure to follow
o If an A/C is AOG on away from main base, components that are not approved by CAASL or EASA may be
fitted and fly to main base (Max 30FHrs or fly to base)
•
Handling ESD Devices (EPM 01-03-30)
o To prevent charge accumulation
o High Humidity – Low electrostatic charge developed
o Low Humidity – High electrostatic charge developed
o Electrical power disconnected before removing/installing the device
o Wrist strap to be worn
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Among FRIENDS and ENEMIES only
o
o
o
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Connecting pins/leads must be shorted with wires, shorting clips, foils to keep same voltage potential
Connectors to be properly blanked and packed in pink poly semi conductive bag
Conductive matt provided on metal racks for storage
•
Control of Critical Tasks (EPM 01-03-32)
o To control Critical tasks, adequate planning, task control, application of duplicate inspections applied
o Staggered maintenance, varying maintenance personnel will minimize critical tasks
o If only one person is available to perform identical tasks, re-inspection performed and entry in T/Log
o Prod. Planning shall properly mark the EO with “Nil Critical Tasks on this card” or “Duplicate inspection
required”
o Tasks that affects Attitude (Pitch, Yaw, Roll) or Trim, must be released with a duplicate inspection.
•
EASA Form 1 Completion (EPM 01-03-33)
o Block 1 – Competent Authority – EASA
o Block 2 – Header – Authorized Release Certificate EASA Form 1
o Block 3 – Form Tracking Number – Unique number
o Block 4 – Organization Name & Address – Approved Org. Data
o Block 5 – Work Order – Work Order Number
o Block 6 – Item – Line Item Number
o Block 7 – Description – Item name
o Block 8 – Part Number – P/No
o Block 9 – Quantity – Number of items
o Block 10 – Serial Number – S/No
o Block 11 – Status/Work – Overhauled, Repaired, Inspected/Tested, Modified
o Block 12 – Remarks – Regulation Numbers etc.
o Block 13 – General Requirements - Not used
o Block 14a – Boxes – Mark applicable regulations
o Block 14b – Authorized Signature – Signature
o Block 14c – Certificate/Approval number – Number
o Block 14d – Name – Name of signatory
o Block 14e – Date – ddmmmyyyy
o Disclaimer statement
•
Issue of CRS/EASA Form 1 under EASA 145 for serviceable components removed from Aircrafts
(Swapped/Change over) (EPM 01-03-34)
o All history records of the component to be inspected
o Person who removes the part should ensure NFF during last flight on related system
o Compliance with Modifications, repairs to be known
o Paragraph 2.6.1 a to i of AMC 145.A.50 (a) to be complied with
o “Inspected” to be marked on Block 12
o Block 13 should specify history of the component
•
CAASL Form 1 Completion (EPM 01-03-39)
o Designed as per ASN 094 Appendix 1
o Up to Block 8, same as EASA Form 1
o Block 9 – Eligibility – Specific series or model/ Various/ Unknown can be entered
o Block 10 – Qty. – Number of items
o Block 11 – S/No – S/No or Batch Number
o Block 12 – Status/Work – Overhauled, Repaired, Inspected/Tested, Modified
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o
o
o
o
o
o
o
o
Studying is NOT a Skill – Be Respectful
Block 13 – Remarks – Additional release approval numbers, etc.
Block 14,15,16,17,18 – Not used for maintenance, but for newly manufactured items I.A.W design
standards acceptable to DGCA
Block 19 – Release to Service statement for maintenance by Approved Maintenance Org.
Block 20 – Authorized Signature – Signature of the approver
Block 21 – Approval Number – AMO Approval Number
Block 22 – Name – Name of the Signatory
Block 23 – Date – ddmmmyyyy
Disclaimer statement
•
Component Maintenance using AMM/EMM (EPM 01-03-41)
o For components that are not available with CMM but available with AMM/EMM, related workshop in
charge can request QA for capability. QA or DQM can assess and grant with the approval from CAASL
•
Line Shift Handover Procedure (EPM 01-04-02)
o Line Shift Handover Logbook used
o Continuation/Supplementary worksheets or NRC used
o Verbal Communication between LAE’s
•
MCC (EPM 01-04-04)
o Monitor technical status of Aircraft
o Issue MCWC
o All MEL defects to be reported to MCC by C/S via D/E
o If MEL overrun due delay in spares or any other reason, dispensation application form will be raised to
QA by MCC and when granted, it will be sent to D/E to update the ADD
o ETOPS serviceability of A/C to be updated to MCC to be sent to AOCC
o Updating FSK done by MCC
o Handling AOG situations is a sole responsibility of MCC
o Release of a Ferry Flight coordinated by MCC with prior approval from CAASL
o Seats & Galley equipment ADD’s to be sent to MCC by CDMC who will again send an email on the same
to AOCC
o Monitoring of Immediate EASA or FAA AD Compliance & Engine Manufacturer notifications during
holidays to be done by MCC and notified to TSM
•
Release of a Ferry Flight (EPM 01-04-09)
o Non-revenue. Aircraft unworthy of CofA
o Prior CAASL Approval required
o Can carry only flight crew members and personnel essential
o “No technical objection” consultation to be obtained by Aircraft & Engine manufacturer
o Engineering coordination done by MCC
•
Cessation of work in extreme conditions (EPM 01-04-12)
o C/S authorized to cease work until satisfactory conditions are met
o Lightening alert given by Flight Control Centre
o If injured, HR should provide compensation and medical care to staff concerned
•
Loan Procedure (EPM 01-05-08)
o Items on the pool item list can be borrowed for 14 days FOC
o ADD should be raised stating the item is a loan item and to be returned
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•
Differed Defect Rectification (EPM 01-08-05)
o ADD & CFD
o ADD – Defects where rectification work has to be done within the relief period specified in MEL
o CFD – Defects not listed as MEL items & could be rectified in a future maintenance input (“A” / “C”)
•
ETOPS Parts Control (EPM 01-08-12)
o All component part numbers that are entered in IPC to be ETOPS APPROVED Parts
o Maintenance personnel required to always refer IPC when installing parts
o If a situ arise, (AOG) where ETOPS Parts Not Available, A/C can be installed with Non-ETOPS Approved
Parts. But an ADD to be raised stating ETOPS Should not be conducted and should inform MCC about
Non-ETOPS serviceability of A/C.
•
Aircraft Technician/Mechanic personal toolbox management (EPM 01-08-21)
o AME sends the staff details to Engineering Material Planning Officer & he sends to procurement section.
o Technician can take out the tool box when he leaves the company if he has paid in full the due amount
•
Modification Procedure (EPM 01-10-02)
o Tech Library receives SB, VSB, SIL, AOT issued by Manufacturer’s and issues to relevant sections
o Tech Services decides whether the modification needs to be incorporated into Sri Lankan Fleet & will
raise EO using manufacturer supplied docs
o Tech Records will inform manufacturer upon successful embodiment
o Modifications based on approval of Manufacturer NAA/ EASA Part 21 org does not need CAASL approval
o Major modifications approved by STC holder/ EASA Part 21 holder that make changes to design
specifications needs to be approved by CAASL
o Modifications which arises as a result of an ongoing inspection requirement considered as “Modification
on Attrition”
o Modification Categories – Mandatory (AD, SB, VSB, due to internal company requirement)/ NonMandatory/ Attrition (Modification to be performed only if the defect found during
inspection/repetitive inspection)
•
Tech Publications & Library (EPM 01-10-03)
o All Maintenance data notified to tech library should be published within 5 working days
o Tech library shall maintain ERP system update referring to AD, AOT, OIT, SB, VSB, SIL & distribute to Tech
Services
•
Engineering instructions (EI) (EPM 01-10-08)
o Originated & authorized by Tech Services
o Instructs engineering personnel on issues where current technical information is not adequate
o Issued for minor modifications, repairs or parts manufacture of a permanent nature to repairs of a
temporary nature
•
Special Work Card (SWC) (EPM 01-10-10)
o Raised by Tech Services Engineer
o Issued to c/out non complex non routine tasks to rectify minor defects, troubleshooting, functional &
operational checks, minor repairs
o If the same task is scheduled to perform more than 6 times a year, it is included to the AMP (Approved
Maintenance Program) or sent as an EO
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Special Inspection (SI) (EPM 01-10-11)
o Tech Services will raise using EO to call out non routine inspections as a result of AD, SB, AOT, OIT
o May be Mandatory or Non Mandatory
•
Tech Services – Issuing work instructions (EPM 01-10-19)
o SWC, EI, EO (Modification, Special Inspection, SRD, Special Maintenance Instructions), EQRF
o To facilitate maintenance activities other than maintenance program related work
•
Technical Adaptation (TA) (EPM 01-10-20)
o TA is the reply given by Airbus on EQRF’s
o Used to resolve ambiguities arising during maintenance
•
AMP Preparation (EPM 01-10-22)
o Prepared by transferring required scheduled maintenance tasks from applicable MPD issued by
Manufacturer
o AMP should be approved by CAASL
o AMP will be reviewed yearly
o Temporary revisions for the AMP included in “Yellow” colored pages
•
Structural Inspection & CPCP (EPM 01-10-23)
o Level 1 Corrosion – Corrosion damage that does not require structural reinforcement or replacement
o Level 2 Corrosion – Corrosion occurring between successive inspections that require single rework/blend
out which exceeds allowable limits defined by manufacturer
o Level 3 Corrosion – Corrosion found during first or subsequent inspection determined to be an urgent
airworthiness concern requiring expeditious action
Management of GPWS Terrain Database (EPM 01-10-28)
o Terrain Database updated every 3 months
o Tech Services Engineer will download the database from the website & upload it to PCMCIA & deliver to
Production Panning with an EO to be given to maintenance to upload the database
•
•
Engineering Orders (EPM 01-10-29)
o Modification Actions (MA) – Modifications arising from Manufacturer SB, AOT, VSB, AD,
o Special Inspections (SI) – Arising from manufacture SB, AOT, VSB, AD
o Structural Repair Definition (SRD) – Major structural repair requirements
o Special Maintenance Instructions (SMI) – Special Maintenance arising due complex defects
•
Usage of Alternate tools, Equipment and alternate practices/methods (EPM 01-12-09)
o Tech Services prepares the document
o Tools & procedure approved by Quality Assurance
•
Concession control for deviation from organization procedures (EPM 01-12-11)
o Concessions approved by CAASL only & should not hinder safe operation of Aircraft
o QAM shall ensure necessary approvals from TCH available prior to submission to CAASL for concession
•
Non-Routine Work Cards & Non-Routine Work Cards Register (EPM 01-14-05)
o NRC Colours – Airframe – Blue
o Powerplant – Yellow
o Avionics – Green
o Cabin – Pink
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o
Structures/Composite/Paint – White
•
Engineering order – Special Inspection accomplishment (EPM 01-14-07)
o EO – SI called out for routine or non-routine inspections on company aircrafts or equipment for
evaluation or investigations. Can be a repeated or a one time inspection
o Pink – Mandatory
o Yellow – Non mandatory
•
Work Sheet/Work Card Completion & Maintenance Sign Off (EPM 02-02-08)
o NRC – Airframe – Blue/ Power Plant – Yellow/ Avionics – Green/ Cabin – Pink/ Structures, Paint,
Composite - White
o CWS – Generated by A1 rated workshop approval holders (Engine Module, Structures, Paint, Composite)
o SWC – Generated by Prod. Planning on request of (QA, Tech Services, Tech Records, Component
Control, Engineering Procurement, Engineering Materials)
o Maintenance Task Card – Generated by Prod. Planning. JIC or EO will be attached with.
o EO – Generated by Prod. Planning due to Modifications, AD, SB, SI. Mandatory SI – Pink/ Non-Mandatory
SI – Yellow/ Mandatory Modifications – Blue/ Non-Mandatory Modifications & Attrition - White
o Component Maintenance Record
o Transit Label
o Component Change Sheet – Issued by Eng. Planning along with JIC
o CFD Sheet
o Daily Check Sheet
o Weekly Check Sheet
o Loose Emergency Check List
o Transit Check List
o ETOPS Check List
o JIC – Attached to Routine Maintenance Card & Component Change Sheet by Prod. Planning
•
Aircraft Document Folder (EPM 02-02-14)
o Air Operator Certificate
o Insurance Certificate
o Aircraft Station License
o Noise Certificate
o Certificate of Registration
o Certificate of Maintenance
o Certificate of Airworthiness
o FSK Content List
o Aircraft Damage Chart
o Fan Blade Damage Chart
o Weekly Checklist
o Daily Checklist
o Transit Checklist
o Loose Emergency Checklist
o ETOPS Checklist
•
Control of Documents carried on board (EPM 02-02-15)
o Aircraft Flight Manual, MEL, FCOM, QRH)
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